Operating electrified vehicles during traction events

ABSTRACT

A vehicle includes a drivetrain and multiple motors. The drivetrain includes at least one wheel, and is mechanically connected to the motors. The vehicle additionally includes multiple control modules communicatively connected to the motors. The control modules include a power control module per motor. Each power control module is assigned a motor, communicatively connected to the assigned motor, and configured to operate the assigned motor. In response to a traction event, the control modules are configured to switch from a drive mode to a traction control mode. In the drive mode, the power control modules are configured to operate the respective assigned motors to contributorily satisfy at least one propulsion demand global to the vehicle. In the traction control mode, one of the control modules is configured to operate the motors to contributorily satisfy at least one propulsion demand global to the vehicle.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims benefit of U.S. Provisional Application No.62/510,718, filed on May 24, 2017, which is herein incorporated byreference in its entirety.

TECHNICAL FIELD

The embodiments disclosed herein relate to vehicles and, moreparticularly, to vehicles that have electrified powertrains.

BACKGROUND

Many vehicles are electrified vehicles or, in other words, vehicles thathave an electrified powertrain. The typical electrified vehicle has amore or less traditional drivetrain. Specifically, as part of thedrivetrain, the electrified vehicle includes one or more wheels, as wellas a transmission, a differential, a drive shaft and the like, to whichthe wheels are mechanically connected. However, in place of an engine,the electrified vehicle includes one or more motors. And, as part of theelectrified powertrain, the drivetrain is mechanically connected to themotors. In conjunction with the drivetrain, the motors are operable topower the wheels using electrical energy. Many electrified vehicles are,moreover, fuel cell vehicles (FCVs) or, in other words, electrifiedvehicles that include one or more fuel cell stacks. In FCVs, the fuelcell stacks are operable to generate the electrical energy used by themotors to power the wheels.

SUMMARY

Disclosed herein are embodiments of vehicles that include multiplemotors to which a drivetrain is mechanically connected, as well asmultiple control modules, including a power control module per motor. Inresponse to a traction event, the control modules switch from a drivemode, in which the power control modules operate respective assignedmotors, to a traction control mode, in which one control module operatesthe motors. In one aspect, a vehicle includes a drivetrain and multiplemotors. The drivetrain includes at least one wheel, and is mechanicallyconnected to the motors. The vehicle additionally includes multiplecontrol modules communicatively connected to the motors. The controlmodules include a power control module per motor. Each power controlmodule is assigned a motor, communicatively connected to the assignedmotor, and configured to operate the assigned motor. In response to atraction event, the control modules are configured to switch from adrive mode to a traction control mode. In the drive mode, the powercontrol modules are configured to operate the respective assigned motorsto contributorily satisfy at least one propulsion demand global to thevehicle. In the traction control mode, one of the control modules isconfigured to operate the motors to contributorily satisfy at least onepropulsion demand global to the vehicle.

In another aspect, a method of operating a vehicle contemplates avehicle that includes a drivetrain with at least one wheel, multiplemotors to which the drivetrain is mechanically connected, and multiplecontrol modules communicatively connected to the motors. The methodincludes, in response to a traction event, switching the control modulesfrom a drive mode to a traction control mode. In the drive mode, powercontrol modules belonging to the control modules and each assigned amotor operate the respective assigned motors to contributorily satisfyat least one propulsion demand global to the vehicle. In the tractioncontrol mode, one of the control modules operates the motors tocontributorily satisfy at least one propulsion demand global to thevehicle.

In yet another aspect, a vehicle includes a chassis, a motor assemblysupported by the chassis, and a drivetrain supported by the chassis. Themotor assembly includes multiple motors and a common output coupling.The motors are axially integrated for codependent spinning action, andsupport the output coupling for rotation. The drivetrain includes atleast one wheel, and is mechanically connected to the output coupling.The vehicle additionally includes multiple control modulescommunicatively connected to the motors. The control modules include apower control module per motor. Each power control module is assigned amotor belonging to the motor assembly, communicatively connected to theassigned motor, and configured to operate the assigned motor. Inresponse to a traction event, the control modules are configured toswitch from a drive mode to a traction control mode. In the drive mode,the power control modules are configured to operate the respectiveassigned motors to contributorily spin the output coupling, and therebycontributorily power and/or retard the at least one wheel. In thetraction control mode, one of the control modules is configured tooperate the motors to contributorily spin the output coupling, andthereby contributorily power and/or retard the at least one wheel.

These and other aspects will be described in additional detail below.

BRIEF DESCRIPTION OF THE DRAWINGS

The various features, advantages and other uses of the presentembodiments will become more apparent by referring to the followingdetailed description and drawing in which:

FIG. 1 is a portrayal of a fuel cell vehicle (FCV) using a perspectiveview and block diagrams, showing vehicle systems, including an energysupersystem, a propulsion supersystem and auxiliary systems, a sensorsystem, control modules, including a global control module and powercontrol modules, and multiple power modules, including an energy systemand a propulsion system per power module, a fuel cell system, a batterysystem and a fuel tank system per energy system, and a motor system perpropulsion system;

FIG. 2A is a partial portrayal of the FCV using block diagrams, furthershowing the power modules, including a fuel cell stack per fuel cellsystem, multiple batteries per battery system, and a motor per motorsystem, as well as an assignment of auxiliary elements of the auxiliarysystems to the power modules;

FIG. 2B is a portrayal of the FCV using a perspective exploded view,further showing the vehicle systems and elements of the vehicle systems;

FIG. 3A is a partial portrayal of the FCV using block diagrams, furthershowing the power modules, including multiple fuel tanks and a pipingnetwork for the fuel tanks per fuel tank system;

FIG. 3B is a partial portrayal of the FCV using a portion of theperspective exploded view from FIG. 2B, further showing the fuel tanksystems;

FIG. 4 is a partial portrayal of the FCV using a portion of theperspective exploded view from FIG. 2B, showing a motor assembly towhich the motors belong;

FIG. 5 is a partial portrayal of the FCV using a portion of theperspective exploded view from FIG. 2B, further showing certainbatteries and the fuel tanks mounted to a support rack;

FIG. 6 is a partial portrayal of the FCV using a portion of theperspective exploded view from FIG. 2B, further showing the fuel cellstacks and certain other vehicle elements mounted to another supportrack;

FIG. 7 is a flowchart showing the operations of a process by which thecontrol modules orchestrate the operation of the FCV; and

FIG. 8 is a flowchart showing the operations of a process by which thecontrol modules orchestrate the operation of the FCV under amaster/slave control relationship in which the power control modulesinclude a master power control module and a slave power control moduleassigned to respective power modules.

DETAILED DESCRIPTION

This disclosure teaches a vehicle that includes multiple motors to whicha drivetrain is mechanically connected, as well as multiple controlmodules, including a power control module per motor. In response to atraction event, the control modules switch from a drive mode, in whichthe power control modules operate respective assigned motors, to atraction control mode, in which one control module operates the motors.

Semi-Tractor Fuel Cell Vehicle

A fuel cell vehicle (FCV) 100 is shown in FIG. 1 as a representativeelectrified vehicle. Although the FCV 100 is a fuel cell vehicle, itwill be understood that this disclosure is largely applicable inprinciple to other electrified vehicles. In this description, uses of“front,” “forward” and the like, and uses of “rear,” “rearward” and thelike, refer to the longitudinal directions of the FCV 100. “Front,”“forward” and the like refer to the front (fore) of the FCV 100, while“rear,” “rearward” and the like refer to the back (aft) of the FCV 100.Uses of “side,” “sideways,” “transverse” and the like refer to thelateral directions of the FCV 100, with “driver's side” and the likereferring to the left side of the FCV 100, and “passenger side” and thelike referring to the right side of the FCV 100.

The FCV 100 is a semi-tractor or, in other words, a tractor unit that,together with a hitched semitrailer 102, forms a semi-truck. The FCV 100has an exterior and a number of interior compartments. The compartmentsinclude a passenger compartment 104 and one or more engine compartments106. The FCV 100 may include, among other things, seats and a dashassembly housed in its passenger compartment 104.

The FCV 100 has a body 108 that forms its exterior and defines itscompartments. The body 108 has upright sides, a floor, a front end, arear end, a roof and the like. In the semi-truck to which the FCV 100belongs, the semitrailer 102 similarly has an exterior and, as aninterior compartment, a cargo compartment for carrying cargo. Inaddition to the body 108, the FCV 100 has a chassis 110. The chassis 110serves as an underbody for the FCV 100. The chassis 110, like the body108, forms the exterior of the FCV 100. As part of the chassis 110, theFCV 100 includes a hitch 112 for hitching the semitrailer 102 to the FCV100. With the semitrailer 102 hitched to the FCV 100, the FCV 100 isoperable to pull the semitrailer 102 and any onboard cargo.

The FCV 100 has a drivetrain. The drivetrain is part of, mounted to orotherwise supported by the chassis 110. The drivetrain may be housed, inwhole or in part, in any combination of the passenger compartment 104,the engine compartments 106 or elsewhere in the FCV 100. As part of thedrivetrain, the FCV 100 includes wheels 114. The wheels 114 support theremainder of the FCV 100 on the ground. The FCV 100 includes ten wheels114, two of which are front wheels 114F, and eight of which are rearwheels 114R. The rear wheels 114R are arranged in four dual-wheelsetups. The rear wheels 114R belonging to two driver's side dual-wheelsetups are shown, with the other two, passenger side dual-wheel setupsbeing mirror images that include the remaining rear wheels 114R. One,some or all of the wheels 114 are powered to drive the FCV 100 along theground. In a rear-wheel drive arrangement, one, some or all of the rearwheels 114R are powered to drive the FCV 100 along the ground. For thispurpose, also as part of the drivetrain, in addition to the wheels 114,the FCV 100 includes any penultimate combination of a transmission, adifferential, a drive shaft and the like, to which the wheels 114 aremechanically connected.

The FCV 100 operates as an assembly of interconnected items that equipthe FCV 100 to satisfy real-time vehicle demands. Generally speaking, avehicle demand corresponds to a vehicle function whose performancesatisfies the vehicle demand. Accordingly, the FCV 100 is equipped, inoperation, to satisfy one or more vehicle demands by performing one ormore corresponding vehicle functions. With respect to performing vehiclefunctions, the FCV 100 is subject to any combination of manual operationand autonomous operation. In the case of manual operation, the FCV 100may be manual-only. In the case of autonomous operation, the FCV 100 maybe semi-autonomous, highly-autonomous or fully-autonomous.

For purposes of satisfying vehicle demands, the FCV 100 includes one ormore vehicle systems 120. Either alone or in conjunction with thedrivetrain, the vehicle systems 120 are operable to perform vehiclefunctions on behalf of the FCV 100, and thereby satisfy correspondingvehicle demands on behalf of the FCV 100. Any combination of the vehiclesystems 120 may be operable to perform a vehicle function. Accordingly,from the perspective of a vehicle function, as well as a correspondingvehicle demand, one, some or all of the vehicle systems 120 serve asassociated vehicle systems 120. Moreover, each vehicle system 120 may beoperable to perform any combination of vehicle functions, and therebysatisfy any combination of corresponding vehicle demands, in whole or inpart. Accordingly, each vehicle system 120, from its own perspective,serves as an associated vehicle system 120 for one or more vehiclefunctions, as well as one or more corresponding vehicle demands.

In addition to the vehicle systems 120, the FCV 100 includes a sensorsystem 122, as well as one or more processors 124, memory 126, and oneor more control modules 128 to which the vehicle systems 120 and thesensor system 122 are communicatively connected. The sensor system 122is operable to detect information about the FCV 100. The processors 124,the memory 126 and the control modules 128 together serve as one or morecomputing devices whose control modules 128 are employable toorchestrate the operation of the FCV 100.

Specifically, the control modules 128 operate the vehicle systems 120based on information about the FCV 100. Accordingly, as a prerequisiteto operating the vehicle systems 120, the control modules 128 gatherinformation about the FCV 100, including any combination of theinformation about the FCV 100 detected by the sensor system 122 andinformation about the FCV 100 communicated between the control modules128. The control modules 128 then evaluate the information about the FCV100, and operate the vehicle systems 120 based on their evaluation. Aspart of their evaluation of the information about the FCV 100, thecontrol modules 128 identify one or more vehicle demands. Relatedly, aspart of their operation of the vehicle systems 120, when a vehicledemand is identified, the control modules 128 operate one or moreassociated vehicle systems 120 to satisfy the vehicle demand.

Vehicle Systems.

The vehicle systems 120 are part of, mounted to or otherwise supportedby the chassis 110. The vehicle systems 120 may be housed, in whole orin part, in any combination of the passenger compartment 104, the enginecompartments 106 or elsewhere in the FCV 100. Each vehicle system 120includes one or more vehicle elements. On behalf of the vehicle system120 to which it belongs, each vehicle element is operable to perform, inwhole or in part, any combination of vehicle functions with which thevehicle system 120 is associated. It will be understood that the vehicleelements, as well as the vehicle systems 120 to which they belong, maybut need not be mutually distinct.

The vehicle systems 120 include an energy supersystem 130 and apropulsion supersystem 132. The energy supersystem 130 and thepropulsion supersystem 132 are electrically connected to one another.Moreover, the drivetrain is mechanically connected to the propulsionsupersystem 132. The propulsion supersystem 132 and the drivetraintogether serve as an electrified powertrain for the FCV 100. The energysupersystem 130 is operable to perform one or more energy functions,including but not limited to generating electrical energy. Thepropulsion supersystem 132 is operable to perform one or more propulsionfunctions using electrical energy from the energy supersystem 130,including but not limited to powering the wheels 114.

Specifically, the energy supersystem 130 is operable to generateelectrical energy, store electrical energy, condition and otherwisehandle electrical energy, and store and otherwise handle fuel. Inconjunction with the drivetrain, the propulsion supersystem 132 isoperable to power the wheels 114 using electrical energy from the energysupersystem 130. With the wheels 114 powered, the propulsion supersystem132 is employable to accelerate the FCV 100, maintain the speed of theFCV 100 (e.g., on level or uphill ground) and otherwise drive the FCV100 along the ground. The propulsion supersystem 132 is also operable togenerate electrical energy using one, some or all of the wheels 114, andconsequently retard the wheels 114. With the wheels 114 retarded, thepropulsion supersystem 132 is employable to decelerate the FCV 100,maintain the speed of the FCV 100 (e.g., on downhill ground) andotherwise drive the FCV 100 along the ground. The energy supersystem130, in turn, is operable to store electrical energy from the propulsionsupersystem 132. As the combined product of generating electricalenergy, and consequently retarding the wheels 114, and storingelectrical energy, the propulsion supersystem 132 and the energysupersystem 130 are operable to regeneratively brake the FCV 100 at thewheels 114.

In addition to the energy supersystem 130 and the propulsion supersystem132, the vehicle systems 120 include one or more auxiliary systems 134.The auxiliary systems 134 include a braking system 140, a steeringsystem 142, a heating/cooling system 144 and an accessory system 146.The auxiliary systems 134, like the propulsion supersystem 132, areelectrically connected to the energy supersystem 130. The auxiliarysystems 134 are operable to perform one or more auxiliary functionsusing electrical energy from the energy supersystem 130, including butnot limited to frictionally braking the FCV 100, steering the FCV 100,cooling the FCV 100, heating the FCV 100 and one or more accessoryfunctions. Accordingly, although the propulsion supersystem 132 acts asthe principal electrical load on the energy supersystem 130, theauxiliary systems 134 act as electrical loads on the energy supersystem130 as well.

Sensor System.

As part of the sensor system 122, the FCV 100 includes one or moreonboard sensors. The sensors monitor the FCV 100 in real-time. Thesensors, on behalf of the sensor system 122, are operable to detectinformation about the FCV 100, including information about user requestsand information about the operation of the FCV 100.

The FCV 100 includes user controls. The user controls serve asinterfaces between users of the FCV 100 and the FCV 100 itself, and areoperable to receive mechanical, verbal and other user inputs requestingvehicle functions. In conjunction with corresponding user controls, andamong the sensors, the FCV 100 includes an accelerator pedal sensor, abrake pedal sensor, a steering angle sensor and the like, and one ormore selector sensors, one or more microphones, one or more cameras andthe like. Relatedly, among information about user requests, the sensorsystem 122 is operable to detect user inputs requesting powering thewheels 114, user inputs requesting braking, steering and the like, userinputs requesting heating, cooling and the like, as well as user inputsrequesting accessory functions.

Also among the sensors, the FCV 100 includes one or more speedometers,one or more gyroscopes, one or more accelerometers, one or more wheelsensors, one or more thermometers, one or more inertial measurementunits (IMUs), one or more controller area network (CAN) sensors and thelike. Relatedly, among information about the operation of the FCV 100,the sensor system 122 is operable to detect the location and motion ofthe FCV 100, including its speed, acceleration, orientation, rotation,direction and the like, the movement of the wheels 114, temperatures ofthe FCV 100, and the operational statuses of one, some or all of thevehicle systems 120.

Control Modules.

As noted above, the processors 124, the memory 126 and the controlmodules 128 together serve as one or more computing devices whosecontrol modules 128 orchestrate the operation of the FCV 100. Thecontrol modules 128 include a global control module 128G. Relatedly, aspart of a central control system, the FCV 100 includes a global controlunit (GCU) to which the global control module 128G belongs. Although theFCV 100, as shown, includes one global control module 128G, it will beunderstood that this disclosure is applicable in principle to otherwisesimilar vehicles including multiple global control modules 128G. Thecontrol modules 128 also include one or more power control modules 128P.Relatedly, the FCV 100 includes one or more power control units (PCUs)to which the power control modules 128P belong. Although the processors124 and the memory 126 are shown as being common to the GCU and thePCUs, it is contemplated that one, some or all of the GCU and the PCUscould be a standalone computing device with one or more dedicatedprocessors 124 and dedicated memory 126.

The global control module 128G orchestrates the global operation of theFCV 100, including but not limited to the operation of the vehiclesystems 120, on behalf of the GCU. The power control modules 128Porchestrate the operation of the energy supersystem 130 and thepropulsion supersystem 132, as well as certain auxiliary systems 146, onbehalf of the PCUs.

The processors 124 may be any components configured to execute any ofthe processes described herein or any form of instructions to carry outsuch processes or cause such processes to be performed. The processors124 may be implemented with one or more general purpose or specialpurpose processors. Examples of suitable processors 124 includemicroprocessors, microcontrollers, digital signal processors or otherforms of circuitry that execute software. Other examples of suitableprocessors 124 include without limitation central processing units(CPUs), array processors, vector processors, digital signal processors(DSPs), field programmable gate arrays (FPGAs), programmable logicarrays (PLAs), application specific integrated circuits (ASICs),programmable logic circuitry or controllers. The processors 124 mayinclude at least one hardware circuit (e.g., an integrated circuit)configured to carry out instructions contained in program code. Inarrangements where there are multiple processors 124, the processors 124may work independently from each other or in combination with oneanother.

The memory 126 is a non-transitory computer readable medium. The memory126 may include volatile or nonvolatile memory, or both. Examples ofsuitable memory 126 includes random access memory (RAM), flash memory,read only memory (ROM), programmable read only memory (PROM), erasableprogrammable read only memory (EPROM), electrically erasableprogrammable read only memory (EEPROM), registers, magnetic disks,optical disks, hard drives or any other suitable storage medium, or anycombination of these. The memory 126 includes stored instructions inprogram code. Such instructions are executable by the processors 124 orthe control modules 128. The memory 126 may be part of the processors124 or the control modules 128, or may be communicatively connected theprocessors 124 or the control modules 128.

Generally speaking, the control modules 128 include instructions thatmay be executed by the processors 124. The control modules 128 may beimplemented as computer readable program code that, when executed by theprocessors 124, execute one or more of the processes described herein.Such computer readable program code may be stored on the memory 126. Thecontrol modules 128 may be part of the processors 124, or may becommunicatively connected the processors 124.

Power Modules

As noted above, the vehicle systems 120 are operable to perform vehiclefunctions on behalf of the FCV 100, and thereby satisfy correspondingvehicle demands on behalf of the FCV 100. Specifically, the energysupersystem 130 is operable to perform energy functions, and therebysatisfy corresponding energy demands, the propulsion supersystem 132 isoperable to perform propulsion functions, and thereby satisfycorresponding propulsion demands, and the auxiliary systems 134 areoperable to perform auxiliary functions, and thereby satisfycorresponding auxiliary demands.

From the perspective of the global control module 128G and the powercontrol modules 128P, and the orchestration of the global operation ofthe FCV 100, the vehicle demands include one or more global vehicledemands or, in other words, vehicle demands common to the FCV 100.Specifically, one or more of the energy demands are global energydemands, and one or more of the propulsion demands are global propulsiondemands. The global energy demands may include any combination of one ormore demands to generate electrical energy, one or more demands to storeelectrical energy, and one or more demands to store and otherwise handlefuel. The global propulsion demands may include one or more demands topower the wheels 114 and one or more demands to retard the wheels 114.Any combination of the global energy demands and the global propulsiondemands may be part of global combined energy and propulsion demands,such as one or more demands to regeneratively brake the FCV 100.Moreover, each auxiliary demand is a global auxiliary demand. The globalauxiliary demands may include any combination of one or more demands tofrictionally brake the FCV 100, one or more demands to steer the FCV100, one or more demands to cool the FCV 100, one or more demands toheat the FCV 100 and one or more demands to perform accessory functions.

Beyond being equipped to satisfy the global vehicle demands byperforming corresponding vehicle functions, the FCV 100 is equipped tosatisfy one or more vehicle demand requirements. Specifically, inrelation to being operable to perform vehicle functions, and therebysatisfy corresponding global vehicle demands, the vehicle systems 120have the capacity to satisfy vehicle demand requirements on behalf ofthe FCV 100. Accordingly, the energy supersystem 130 has the capacity tosatisfy certain energy demand requirements, the propulsion supersystem132 has the capacity to satisfy certain propulsion demand requirements,and the auxiliary systems 134 have the capacity to satisfy certainauxiliary demand requirements.

Generally speaking, vehicle demand requirements are specific toparticular vehicle applications. For example, the FCV 100, as asemi-tractor application, has higher energy demand requirements andhigher propulsion demand requirements than many other vehicleapplications. In some cases, the FCV 100 could have multiple times theenergy demand requirements and multiple times the propulsion demandrequirements of other vehicle applications.

For purposes of realizing the capacity to satisfy the energy demandrequirements and the capacity to satisfy the propulsion demandrequirements, the FCV 100 includes multiple counterpart power modules150A-B (referenced generally using “power module 150” or “power modules150”) whose vehicle elements are interconnected on anelement-to-element, inter-power-module basis. Although the FCV 100, asshown, includes two power modules 150, it will be understood that thisdisclosure is applicable in principle to otherwise similar vehiclesincluding more than two power modules 150. In relation to the powermodules 150, the energy supersystem 130 includes multiple counterpartenergy systems 152, and the propulsion supersystem 132 includes multiplecounterpart propulsion systems 154. And, in the FCV 100, the energysupersystem 130 and the propulsion supersystem 132 are arranged acrossthe power modules 150, with each power module 150 including an energysystem 152 and a propulsion system 154.

In each power module 150, the propulsion system 154 and the energysystem 152 are electrically connected to one another. Moreover, thedrivetrain is mechanically connected to each propulsion system 154. Onbehalf of the power module 150 to which it belongs, each energy system152 is operable to perform energy functions with which the energysupersystem 130 is associated, including but not limited to generatingelectrical energy. Similarly, on behalf of the power module 150 to whichit belongs, each propulsion system 154 is operable to perform propulsionfunctions with which the propulsion supersystem 132 is associated usingelectrical energy, including but not limited to powering the wheels 114.Each propulsion system 154 is, specifically, operable to performpropulsion functions using electrical energy from the energy system 152of the power module 150 to which it and the energy system 152 belong.

Each energy system 152, and the power module 150 to which it belongs,includes a fuel cell system 160, a battery system 162 and a fuel tanksystem 164. Each propulsion system 154, and the power module 150 towhich it belongs, includes a motor system 166. Inside each power module150, the motor system 166 is electrically connected to the fuel cellsystem 160. Moreover, the battery system 162 and the fuel cell system160 are electrically connected to one another, and the motor system 166and the battery system 162 are electrically connected to one another.Moreover, the fuel cell system 160 is fluidly connected to the fuel tanksystem 164. The fuel cell system 160 is operable to generate electricalenergy using electrical energy from the battery system 162 and fuel fromthe fuel tank system 164. In conjunction with the drivetrain, the motorsystem 166 is operable to power the wheels 114 using electrical energyfrom any combination of the fuel cell system 160 and the battery system162. The motor system 166 is also operable to generate electrical energyusing the wheels 114, and consequently retard the wheels 114. Thebattery system 162 is operable to store electrical energy from the fuelcell system 160. The battery system 162 is also operable to storeelectrical energy from the motor system 166. The fuel tank system 164 isoperable to store and otherwise handle fuel, including fueling the fuelcell system 160 with fuel.

The power modules 150 are “stacked” for purposes of realizing thecapacity to satisfy the energy demand requirements and the capacity tosatisfy the propulsion demand requirements of the FCV 100 to which theybelong. Specifically, given an energy demand requirement, in each powermodule 150, the energy system 152 has the capacity to satisfy a share ofthe energy demand requirement. With the energy systems 152 each havingthe capacity to satisfy a share of the energy demand requirement, thepower modules 150 to which the energy systems 152 belong have thecapacity to contributorily satisfy the energy demand requirement. Withthe energy systems 152 likewise belonging to the energy supersystem 130,the energy supersystem 130 has the capacity to satisfy the energy demandrequirement as well. Similarly, given a propulsion demand requirement,in each power module 150, the propulsion system 154 has the capacity tosatisfy a share of the propulsion demand requirement. With thepropulsion systems 154 each having the capacity to satisfy a share ofthe propulsion demand requirement, the power modules 150 to which thepropulsion systems 154 belong have the capacity to contributorilysatisfy the propulsion demand requirement. With the propulsion systems154 likewise belonging to the propulsion supersystem 132, the propulsionsupersystem 132 has the capacity to satisfy the propulsion demandrequirement as well.

Given a global energy demand, in each power module 150, the energysystem 152 is operable to satisfy a share of the global energy demand.With the energy systems 152 each operable to satisfy a share of theglobal energy demand, the power modules 150 to which the energy systems152 belong are operable to contributorily satisfy the global energydemand. With the energy systems 152 likewise belonging to the energysupersystem 130, the energy supersystem 130 is operable to satisfy theglobal energy demand as well. Similarly, given a global propulsiondemand, in each power module 150, the propulsion system 154 is operableto satisfy a share of the global propulsion demand. With the propulsionsystems 154 each operable to satisfy a share of the global propulsiondemand, the power modules 150 to which the propulsion systems 154 belongare operable to contributorily satisfy the global propulsion demand.With the propulsion systems 154 likewise belonging to the propulsionsupersystem 132, the propulsion supersystem 132 is operable to satisfythe global propulsion demand as well.

Although vehicle demand requirements are specific to particular vehicleapplications, some vehicle demand requirements are lessapplication-dependent than others. The FCV 100, for instance, even as asemi-tractor application, still has similar auxiliary demandrequirements as many other vehicle applications.

In the FCV 100, the auxiliary systems 134, rather than having multiplecounterpart relationships, are common to the FCV 100. In relation to thepower modules 150 and the energy supersystem 130, one or more of theauxiliary elements, either individually or as part of the auxiliarysystems 134 to which they belong, are assigned to the power modules 150.At each power module 150, each assigned auxiliary element, eitherindividually or as part of the auxiliary system 134 to which it belongs,as the case may be, is electrically connected to the energy system 152.On behalf of the FCV 100 and the auxiliary system 134 to which itbelongs, each assigned auxiliary element is operable to performauxiliary functions using electrical energy from the energy system 152.Accordingly, in each power module 150, although the propulsion system154 acts as the principal electrical load on the energy system 152, theassigned auxiliary elements act as electrical loads on the energy system152 as well. However, given a global auxiliary demand, the assignedauxiliary elements are operable to contributorily satisfy the globalauxiliary demand on an unassigned basis.

As noted above, the power control modules 128P orchestrate the operationof the energy supersystem 130 and the propulsion supersystem 132, aswell as certain auxiliary systems 146. Specifically, in relation to thearrangement of the energy supersystem 130 and the propulsion supersystem132 across the power modules 150, the FCV 100 includes multiplecounterpart power control modules 128P. And, in the FCV 100, each powercontrol module 128P is assigned a power module 150. With each powermodule 150 including an energy system 152 and a propulsion system 154,each power control module 128P is assigned an energy system 152 and apropulsion system 154. Moreover, each power control module 128P isassigned auxiliary elements. Specifically, each power control module128P is assigned the auxiliary elements assigned to the power module 150that, in turn, is assigned to the power control module 128P. Each powercontrol module 128P orchestrates the operation of the assigned powermodule 150, including the operation of the assigned energy system 152and the operation of the assigned propulsion system 154, as well as theoperation of the assigned auxiliary elements.

In a modularized implementation, each power module 150 is sourced fromanother vehicle application, such as a passenger car application, withlower energy demand requirements and lower propulsion demandrequirements than the FCV 100. Specifically, each power module 150 is amodularized version of a complete energy system and a completepropulsion system from the other vehicle application. Relatedly, eachpower control module 128P is sourced from the other vehicle applicationas well. Specifically, each power control module 128P belongs to a PCUsourced from the other vehicle application as a standalone computingdevice with one or more dedicated processors and dedicated memory, inaddition to the power control module 128P itself.

Among other things, it follows that the FCV 100, as a semi-tractorapplication with higher energy demand requirements and higher propulsiondemand requirements than the other vehicle application, is not theproduct of traditional design principles. Specifically, given the othervehicle application, instead of stacking the power modules 150 torealize the capacity to satisfy the energy demand requirements and thecapacity to satisfy the propulsion demand requirements of the FCV 100,traditional design principles would call for scaling the energy systemand scaling the propulsion system from the other vehicle application.Moreover, traditional design principles would call for sourcing the PCUfrom the other vehicle application to orchestrate the operation of thescaled energy system and the scaled propulsion system, as well as theauxiliary systems 134 on an unassigned basis, by itself.

Any combination of the fuel cell system 160, the battery system 162 andthe fuel tank system 164 of one power module 150 could have the samecapacity to satisfy energy demand requirements as their counterparts ofthe remaining power module 150. Additionally, or alternatively, themotor system 166 of one power module 150 could have the same capacity tosatisfy propulsion demand requirements as its counterpart of theremaining power module 150.

Beyond the FCV 100, across a broader vehicle lineup, for new vehicleapplications, multiple of the same or similar power modules 150 could bestacked for purposes of realizing the capacity to satisfy the energydemand requirements and the capacity to satisfy the propulsion demandrequirements of the new vehicle applications. One or more vehicleelements of the power modules 150 could be standardized across thevehicle lineup. For instance, in every power module 150, the fuel cellsystem 160 could be the same. Additionally, or alternatively, one ormore of the power control modules 128P could be the same. With thestandardized vehicle elements having the same capacity to satisfyvehicle demand requirements regardless of the vehicle demandrequirements of the new applications, only singular, single-capacitystandardized vehicle elements have to be developed and produced.Relatedly, beyond the standardized vehicle elements, the remainder ofthe power modules 150 could be optimized for new vehicle applications.For instance, when, in every power module 150, the fuel cell system 160is the same, the battery systems 162 of the power modules 150 could beoptimized to have the capacity to contributorily satisfy the energydemand requirements of new applications. Additionally, or alternatively,the motor systems 166 of the power modules 150 could be optimized tohave the capacity to contributorily satisfy the propulsion demandrequirements of new applications.

Since they are easily integrated into new vehicle applications, thepower modules 150 are useful beyond initial vehicle development andproduction. For instance, in an end-of-life (EOL) scenario for the FCV100, a power module 150 may no longer have the capacity tocontributorily satisfy the energy demand requirements of the FCV 100.Additionally, or alternatively, the power module 150 may no longer havethe capacity to contributorily satisfy the propulsion demandrequirements of the FCV 100. The power module 150 may nonetheless havethe capacity to contributorily satisfy the energy demand requirementsand the capacity to contributorily satisfy the propulsion demandrequirements of another vehicle application. Accordingly, instead ofdisposing of the power module 150, it could be integrated into the othervehicle application.

Energy System and Propulsion System.

As noted above, each power module 150 includes an energy system 152 anda propulsion system 154. As shown with additional reference to FIGS. 2Aand 2B, in addition to the fuel cell system 160, the battery system 162and the fuel tank system 164, each energy system 152, and the powermodule 150 to which the energy system 152 belongs, includes a junctionbox 200 and attendant energy elements. Inside each power module 150, themotor system 166 is electrically connected to the fuel cell system 160through the junction box 200. Moreover, the battery system 162 and thefuel cell system 160 are electrically connected to one another throughthe junction box 200, and the motor system 166 and the battery system162 are electrically connected to one another through the junction box200.

The FCV 100 includes one or more energy elements as part of the fuelcell system 160. Among the energy elements of the fuel cell system 160,the FCV 100 includes a fuel cell stack 202. Although the FCV 100, asshown, includes one fuel cell stack 202 per fuel cell system 160, itwill be understood that this disclosure is applicable in principle tootherwise similar vehicles including multiple fuel cell stacks 202 perfuel cell system 160. In relation to the fuel cell stack 202, among theattendant energy elements of the energy system 152, the FCV 100 includesa fuel cell converter 204. The fuel cell converter 204 is electricallyconnected to the fuel cell stack 202. The fuel cell stack 202 isoperable to generate electrical energy. The fuel cell converter 204 isoperable to condition electrical energy from the fuel cell stack 202.Specifically, the fuel cell converter 204 is a DC/DC converter operableto convert lower voltage DC electrical energy from the fuel cell stack202 into higher voltage DC electrical energy. For instance, the lowervoltage DC electrical energy may be medium voltage DC electrical energy,and the higher voltage DC electrical energy may be high voltage DCelectrical energy.

The FCV 100 also includes one or more propulsion elements as part of themotor system 166. Among the propulsion elements of the motor system 166,the FCV 100 includes a motor 206. Although the FCV 100, as shown,includes one motor 206 per motor system 166, it will be understood thatthis disclosure is applicable in principle to otherwise similar vehiclesincluding multiple motors 206 per motor system 166. The motor 206 is asynchronous three-phase AC electric motor. In relation to the motor 206,among the attendant energy elements of the energy system 152, the FCV100 includes a motor inverter 208. The motor inverter 208 iselectrically connected to the fuel cell converter 204 through thejunction box 200, and the motor 206 is electrically connected to themotor inverter 208. Moreover, the drivetrain is mechanically connectedto the motor 206. The motor inverter 208 is operable to conditionelectrical energy from the fuel cell converter 204. Specifically, themotor inverter 208 is operable to convert DC electrical energy from thefuel cell converter 204 into three-phase AC electrical energy. Forinstance, the three-phase AC electrical energy may be high voltage ACelectrical energy. In conjunction with the drivetrain, the motor 206 isoperable to power the wheels 114 using electrical energy from the motorinverter 208.

The FCV 100 also includes one or more energy elements as part of thebattery system 162. Among the energy elements of the battery system 162,the FCV 100 includes one or more batteries 210. Although the FCV 100, asshown, includes two batteries 210 per battery system 162, it will beunderstood that this disclosure is applicable in principle to otherwisesimilar vehicles including one battery 210 per battery system 162, aswell as otherwise similar vehicles otherwise including multiplebatteries 210 per battery system 162. In relation to the batteries 210,among the attendant energy elements of the energy system 152, the FCV100 includes a battery converter 212. From the perspective of the fuelcell system 160, the battery converter 212 is electrically connected tothe fuel cell converter 204 through the junction box 200, and thebatteries 210 are electrically connected to the battery converter 212through the junction box 200. The battery converter 212 is operable tocondition electrical energy from the fuel cell converter 204.Specifically, the battery converter 212 is a DC/DC converter operable toconvert higher voltage DC electrical energy from the fuel cell converter204 into lower voltage DC electrical energy. For instance, the highervoltage DC electrical energy may be high voltage DC electrical energy,and the lower voltage DC electrical energy may be medium voltage DCelectrical energy. The batteries 210 are operable to store electricalenergy from the battery converter 212.

Also, from the perspective of the battery system 162, the batteryconverter 212 is electrically connected to the batteries 210 through thejunction box 200, the motor inverter 208 is electrically connected tothe battery converter 212 through the junction box 200 and, as notedabove, the motor 206 is electrically connected to the motor inverter208. Relatedly, the battery converter 212 is also operable to conditionelectrical energy from the batteries 210. Specifically, the batteryconverter 212 is a DC/DC converter operable to convert lower voltage DCelectrical energy from the batteries 210 into higher voltage DCelectrical energy. For instance, the lower voltage DC electrical energymay be medium voltage DC electrical energy, and the higher voltage DCelectrical energy may be high voltage DC electrical energy. The motorinverter 208 is also operable to condition electrical energy from thebattery converter 212. Specifically, the motor inverter 208 is operableto convert DC electrical energy from the battery converter 212 intothree-phase AC electrical energy. As noted above, the three-phase ACelectrical energy may be high voltage AC electrical energy. Once again,in conjunction with the drivetrain, the motor 206 is operable to powerthe wheels 114 using electrical energy from the motor inverter 208.

Similarly, from the perspective of the motor system 166, the motorinverter 208 is electrically connected to the motor 206, the batteryconverter 212 is electrically connected to the motor inverter 208through the junction box 200 and, as noted above, the batteries 210 areelectrically connected to the battery converter 212 through the junctionbox 200. Relatedly, in conjunction with the drivetrain, the motor 206 isalso operable to generate electrical energy using the wheels 114, andconsequently retard the wheels 114. Moreover, the motor inverter 208 isalso operable to condition electrical energy from the motor 206.Specifically, the motor inverter 208 is operable to convert three-phaseAC electrical energy from the motor 206 into DC electrical energy. Forinstance, the three-phase AC electrical energy may be high voltage ACelectrical energy, and the DC electrical energy may be high voltage DCelectrical energy. The battery converter 212 is also operable tocondition electrical energy from the motor inverter 208 in the samemanner as electrical energy from the fuel cell converter 204. Onceagain, the batteries 210 are operable to store electrical energy fromthe battery converter 212. As the combined product of generatingelectrical energy, consequently retarding the wheels 114 and storingelectrical energy, the motor 206 and the batteries 210 are operable toregeneratively brake the FCV 100 at the wheels 114.

Among other things, it follows that the motor 206 is operable to powerthe wheels 114 using electrical energy from any combination of the fuelcell stack 202 and the batteries 210. Moreover, the batteries 210 areoperable to store electrical energy from the fuel cell stack 202. In afuel-cell-powered implementation, the motor 206 principally powers thewheels 114 using electrical energy from the fuel cell stack 202. Incases of shortages, the motor 206 powers the wheels 114 using acombination of electrical energy from the fuel cell stack 202 andsupplementary electrical energy from the batteries 210. On the otherhand, in cases of surpluses, the motor 206 powers the wheels 114 usingsome electrical energy from the fuel cell stack 202, and the batteries210 store the remaining electrical energy from the fuel cell stack 202.

Also among the attendant energy elements of the energy system 152, theFCV 100 includes a power supply 214. The power supply 214 iselectrically connected to the batteries 210 through the junction box200. The power supply 214 is operable to distribute electrical energyfrom the batteries 210. Specifically, the power supply 214 is a DC powersupply operable to distribute DC electrical energy from the batteries210. For instance, the DC electrical energy may be medium voltage DCelectrical energy.

As noted above, the FCV 100 includes the fuel cell stack 202 among theenergy elements of the fuel cell system 160. Also among the energyelements of the fuel cell system 160, the FCV 100 includes a fuel pump220. The fuel pump 220 is a three-phase AC fuel pump. In relation to thefuel pump 220, among the energy elements of the fuel cell system 160,the FCV 100 includes a pump inverter 222. The pump inverter 222 iselectrically connected to the power supply 214, and the fuel pump 220 iselectrically connected to the pump inverter 222. Moreover, the fuel pump220 is fluidly connected to the fuel tank system 164, and the fuel cellstack 202 is fluidly connected to the fuel pump 220. The pump inverter222 is operable to condition electrical energy from the power supply214. Specifically, the pump inverter 222 is operable to convert DCelectrical energy from the power supply 214 into three-phase ACelectrical energy. For instance, the three-phase AC electrical energymay be medium voltage AC electrical energy. The fuel pump 220 isoperable to pump fuel from the fuel tank system 164 into the fuel cellstack 202 using electrical energy from the pump inverter 222.

Also among the energy elements of the fuel cell system 160, the FCV 100includes an air compressor 224. The air compressor 224 is a three-phaseAC air compressor. In relation to the air compressor 224, among theattendant energy elements of the energy system 152, the FCV 100 includesa compressor inverter 226. The compressor inverter 226 is electricallyconnected to the battery converter 212 through the junction box 200, andthe air compressor 224 is electrically connected to the compressorinverter 226. Moreover, in addition to being fluidly connected to thefuel pump 220, the fuel cell stack 202 is pneumatically connected to theair compressor 224. The compressor inverter 226 is operable to conditionelectrical energy from the battery converter 212. Specifically, thecompressor inverter 226 is operable to convert DC electrical energy fromthe battery converter 212 into three-phase AC electrical energy. Forinstance, with the DC electrical energy being high voltage DC electricalenergy, the three-phase AC electrical energy may be high voltage ACelectrical energy. The air compressor 224 is operable to pump air intothe fuel cell stack 202 using electrical energy from the compressorinverter 226.

The fuel cell stack 202 includes one or more fuel cells. The fuel cellstack 202 is operable to employ the fuel cells to execute a chemicalreaction that combines fuel from the fuel pump 220 with oxygen in airfrom the air compressor 224, and generates electrical energy.Accordingly, as the combined product of pumping fuel into the fuel cellstack 202, pumping air into the fuel cell stack 202 and executing thechemical reaction, the fuel pump 220, the air compressor 224 and thefuel cell stack 202 are operable to generate electrical energy usingfuel from the fuel tank system 164 and air.

In a hydrogen-fueled implementation, the fuel is hydrogen fuel. In thefuel cell stack 202, each fuel cell includes an anode and a cathode. Ineach fuel cell, hydrogen fuel is pumped to the anode where, as part ofthe chemical reaction, hydrogen molecules are activated by an anodecatalyst. The hydrogen molecules thereby release electrons, and becomehydrogen ions. The released electrons travel from the anode to thecathode, thereby generating electrical current. The electrical currentgenerated by the fuel cells serves as the electrical energy generated bythe fuel cell stack 202. In each fuel cell, the hydrogen ions alsotravel from the anode to the cathode. Oxygen in air from the aircompressor 224 is pumped to the cathode where, as part of the chemicalreaction, the hydrogen ions bond with oxygen on a cathode catalyst togenerate water. In the fuel cell stack 202, the water generated by thefuel cells is a byproduct of generating electrical energy.

Also among the energy elements of the fuel cell system 160, the FCV 100includes a fluid pump 230 and one or more fans 232. The fluid pump 230belongs to a coolant circuit that, in addition to the fluid pump 230,includes one or more coolant-to-air heat exchangers 234, and a coolantpassage through the fuel cell stack 202. The heat exchangers 234 includeone or more radiators and the like.

In relation to the fluid pump 230 and the fans 232, among the attendantenergy elements of the energy system 152, the FCV 100 includes a coolingconverter 236. The cooling converter 236 is electrically connected tothe power supply 214, and the fluid pump 230 and the fans 232 areelectrically connected to the cooling converter 236. The coolingconverter 236 is operable to condition electrical energy from the powersupply 214. Specifically, the cooling converter 236 is a DC/DC converteroperable to convert higher voltage DC electrical energy from the powersupply 214 into lower voltage DC electrical energy. For instance, withthe higher voltage DC electrical energy being medium voltage DCelectrical energy, the lower voltage DC electrical energy may be lowvoltage DC electrical energy. The fluid pump 230 is operable tocirculate water or other coolant in the coolant circuit using electricalenergy from the cooling converter 236. The fans 232 are operable toinduce airflow across the heat exchangers 234 using electrical energyfrom the cooling converter 236. The heat exchangers 234 are operable toexchange heat between coolant passing through the heat exchangers 234and airflow across the heat exchangers 234.

As the combined product of circulating coolant in the coolant circuitand inducing airflow across the heat exchangers 234, the fluid pump 230and the fans 232 are operable to cool coolant passing through the heatexchangers 234. Moreover, further downstream of the heat exchangers 234,the cooled coolant is passed through the coolant passage. Accordingly,in conjunction with the coolant circuit to which the fluid pump 230belongs, the fluid pump 230 and the fans 232 are operable to cool thefuel cell stack 202.

Also among the energy elements of the fuel cell system 160, the FCV 100includes another fluid pump 238. The fluid pump 238 belongs to anothercoolant circuit that, in addition to the fluid pump 238, includes one ormore coolant-to-air heat exchangers 240, and a coolant passage throughone or more vehicle elements attendant to the fuel cell stack 202. Theheat exchangers 240 include one or more radiators and the like. Thevehicle elements attendant to the fuel cell stack 202 include anycombination of the fuel cell converter 204, the motor inverter 208, thebattery converter 212 and the like. The fluid pump 238 is a three-phaseAC fluid pump. The fluid pump 238 is electrically connected to the pumpinverter 222 and, as noted above, the fans 232 are electricallyconnected to the cooling converter 236. The fluid pump 238 is operableto circulate water or other coolant in the coolant circuit usingelectrical energy from the pump inverter 222. The fans 232 are operableto induce airflow across the heat exchangers 240 using electrical energyfrom the cooling converter 236. The heat exchangers 240 are operable toexchange heat between coolant passing through the heat exchangers 240and airflow across the heat exchangers 240.

As the combined product of circulating coolant in the coolant circuitand inducing airflow across the heat exchangers 240, the fluid pump 238and the fans 232 are operable to cool coolant passing through the heatexchangers 240. Moreover, further downstream of the heat exchangers 240,the cooled coolant is passed through the coolant passage. Accordingly,in conjunction with the coolant circuit to which the fluid pump 238belongs, the fluid pump 238 and the fans 232 are operable to cool thevehicle elements attendant to the fuel cell stack 202.

As shown with additional reference to FIGS. 3A and 3B, the FCV 100 alsoincludes one or more energy elements as part of the fuel tank system164. Among the energy elements of the fuel tank system 164, the FCV 100includes one or more fuel tanks 300, as well as a piping network 302 forthe fuel tanks 300. Although the FCV 100, as shown, includes two fueltanks 300 per fuel tank system 164, it will be understood that thisdisclosure is applicable in principle to otherwise similar vehiclesincluding one fuel tank 300 per fuel tank system 164, as well asotherwise similar vehicles otherwise including multiple fuel tanks 300per fuel tank system 164. In the hydrogen-fueled implementation, eachfuel tank 300 is a high-pressure hydrogen tank, and the piping network302 is a hydrogen piping network 302. The fuel tanks 300 are operable tostore fuel.

From the perspective of the fuel tanks 300, the piping network 302 hasan input line 304 and an output line 306. On the input line 304, inaddition to the requisite pipes, the piping network 302 includes a fuelvalve 308 and a multiway input valve 310. The fuel valve 308 is fluidlyconnectable to a fueling station's fueling line, the multiway inputvalve 310 is fluidly connected to the fuel valve 308, and each fuel tank300 is fluidly connected to the multiway input valve 310. With the FCV100 including two fuel tanks 300 per fuel tank system 164, the multiwayinput valve 310 is a two-way input valve. The fuel valve 308 is operableto selectively open or close the input line 304 to the multiway inputvalve 310. The multiway input valve 310 is operable to selectively openor close the input line 304 to one, some or all of the fuel tanks 300.

With the fuel valve 308 fluidly connected to a fueling line, as thecombined product of opening the input line 304 to the multiway inputvalve 310 and opening the input line 304 to one, some or all of the fueltanks 300, the fuel valve 308 and the multiway input valve 310 areoperable to open a fluid connection from the fueling line to one, someor all of the fuel tanks 300. From the perspective of each fuel tank300, with a fluid connection opened from the fueling line to the fueltank 300, the piping network 302 is employable to fill the fuel tank 300with fuel from the fueling line. Moreover, with a fluid connectionopened from the fueling line to multiple fuel tanks 300, the pipingnetwork 302 is employable to simultaneously fill the fuel tanks 300 withfuel from the fueling line. Also, as the combined product of closing theinput line 304 to the multiway input valve 310 and opening the inputline 304 to multiple fuel tanks 300, the fuel valve 308 and the multiwayinput valve 310 are operable to open a fluid connection between the fueltanks 300. With a fluid connection opened between the fuel tanks 300,the piping network 302 is employable transfer fuel between the fueltanks 300.

On the output line 306, in addition to the requisite pipes, the pipingnetwork 302 includes a multiway output valve 312 and a fuel regulator314. The multiway output valve 312 is fluidly connected to each fueltank 300, the fuel regulator 314 is fluidly connected to the multiwayoutput valve 312, and the fuel cell system 160, at the fuel pump 220, isfluidly connected to the fuel regulator 314. With the FCV 100 includingtwo fuel tanks 300 per fuel tank system 164, the multiway output valve312 is a two-way output valve. The multiway output valve 312 is operableto selectively open or close the output line 306 from one, some or allof the fuel tanks 300. The fuel regulator 314 is operable to selectivelyopen or close the output line 306 from the multiway output valve 312.Moreover, the fuel regulator 314 is operable to regulate the propertiesof fuel in the output line 306. Specifically, the fuel regulator 314 isa pressure regulator operable to regulate the pressure of fuel in theoutput line 306.

As the combined product of opening the output line 306 from one, some orall of the fuel tanks 300 and opening the output line 306 from themultiway output valve 312, the multiway output valve 312 and the fuelregulator 314 are operable to open a fluid connection from one, some orall of the fuel tanks 300 to the fuel cell system 160. From theperspective of each fuel tank 300, with a fluid connection opened fromthe fuel tank 300 to the fuel cell system 160, the piping network 302 isemployable to fuel the fuel cell system 160 with fuel from the fuel tank300. Moreover, with a fluid connection opened from multiple fuel tanks300 to the fuel cell system 160, the piping network 302 is employable tosimultaneously fuel the fuel cell system 160 with fuel from the fueltanks 300. Also, as the combined product of opening the output line 306from multiple fuel tanks 300 and closing the output line 306 from themultiway output valve 312, the multiway output valve 312 and the fuelregulator 314 are operable to open a fluid connection between the fueltanks 300. With a fluid connection opened between the fuel tanks 300,the piping network 302 is employable transfer fuel between the fueltanks 300.

Assigned Auxiliary Elements.

With reference once again to FIGS. 2A and 2B, the FCV 100 includes oneor more auxiliary elements as part of the braking system 140. Among theauxiliary elements of the braking system 140, the FCV 100 includes anair compressor 250, as well as one or more friction brakes at one, someor all of the wheels 114. The air compressor 250 is electricallyconnected to the energy supersystem 130. The friction brakes arepneumatically connected to the air compressor 250, and the wheels 114are mechanically connected to the friction brakes. The air compressor250 is operable to pump air into the brakes using electrical energy fromthe energy supersystem 130. The friction brakes are operable tofrictionally brake the FCV 100 at the wheels 114 using air from the aircompressor 250.

The FCV 100 also includes one or more auxiliary elements as part of thesteering system 142. Among the auxiliary elements of the steering system142, the FCV 100 includes a fluid pump 252, as well as one or moresteering mechanisms at one, some or all of the wheels 114. The fluidpump 252 is electrically connected to the energy supersystem 130. Thesteering mechanisms are hydraulically connected to the fluid pump 252,and the wheels 114 are mechanically connected to the steeringmechanisms. The fluid pump 252 is operable to pump power steering fluidinto the steering mechanisms using electrical energy from the energysupersystem 130. The steering mechanisms are operable to adjust thesteering angle of the wheels 114 using power steering fluid from thefluid pump 252. In a front-wheel steer arrangement, one steering system142 is operable to adjust the steering angle of both front wheels 114Fusing power steering fluid from the fluid pump 252. By doing this, thesteering mechanisms are operable to steer the FCV 100 as it drives alongthe ground.

The FCV 100 also includes one or more auxiliary elements as part of theheating/cooling system 144. Among the auxiliary elements of theheating/cooling system 144, the FCV 100 includes a refrigerantcompressor 254 and one or more fans 256. The refrigerant compressor 254belongs to a refrigerant circuit that, in addition to the refrigerantcompressor 254, includes one or more refrigerant-to-air heat exchangers258. The heat exchangers 258 include one or more condensers, one or moreevaporators and the like. The refrigerant compressor 254 and the fans256 are electrically connected to the energy supersystem 130. Therefrigerant compressor 254 is operable to suction, compress anddischarge refrigerant in the refrigerant circuit using electrical energyfrom the energy supersystem 130. Accordingly, the refrigerant compressor254 is operable to circulate refrigerant in the refrigerant circuit. Thefans 256 are operable to induce airflow across the heat exchangers 258,and into the passenger compartment 104, the engine compartments 106 orotherwise into the FCV 100 using electrical energy from the energysupersystem 130. The heat exchangers 258 are operable to exchange heatbetween refrigerant passing through the heat exchangers 258 and airflowacross the heat exchangers 258.

As the combined product of circulating refrigerant in the refrigerantcircuit and inducing airflow across the heat exchangers 258, therefrigerant compressor 254 and the fans 256 are operable to drive athermodynamic cycle between refrigerant in the refrigerant circuit andairflow across the heat exchangers 258. Under the thermodynamic cycle,airflow across one or more of the heat exchangers 258 is cooled.Moreover, further downstream of the heat exchangers 258, the cooledairflow is induced into the FCV 100. Accordingly, in conjunction withthe refrigerant circuit, the refrigerant compressor 254 and the fans 256are operable to cool the FCV 100.

Also among the auxiliary elements of the heating/cooling system 144, theFCV 100 includes a heater 260. The heater 260 is electrically connectedto the energy supersystem 130. The heater 260 is operable to heatairflow across the heater 260 using electrical energy from the energysupersystem 130. The fans 256 are operable to induce airflow across theheater 260, and into the passenger compartment 104, the enginecompartments 106 or otherwise into the FCV 100 using electrical energyfrom the energy supersystem 130. As the combined product of operatingthe heater 260 and inducing airflow across the heater 260, the heater260 and the fans 256 are operable to heat airflow across the heater 260.With the airflow, further downstream of the heater 260, induced into theFCV 100, heated air is supplied to the FCV 100. Accordingly, the heater260 and the fans 256 are operable to heat the FCV 100.

The FCV 100 also includes one or more auxiliary elements as part of theaccessory system 146. Among the auxiliary elements of the accessorysystem 146, the FCV 100 includes one or more accessories 262. Theaccessories 262 are typical of vehicles, and include any combination ofone or more interior lights, one or more exterior lights, one or moregauges, one or more power seats, one or more infotainment systems andthe like. The accessories 262 are electrically connected to the energysupersystem 130. The accessories 262 are operable to illuminate thepassenger compartment 104, illuminate the environment surrounding theFCV 100, signal driving intentions, deliver information about theoperation of the FCV 100, adjust the position of seats in the FCV 100,deliver infotainment content to users of the FCV 100 and otherwiseperform accessory functions using electrical energy from the energysupersystem 130.

For the power module 150A, the assigned auxiliary elements include thefluid pump 252 of the steering system 142. In relation to the fluid pump252, among the attendant energy elements of the energy supersystem 130,the FCV 100 includes an auxiliary converter 264. The auxiliary converter264 is electrically connected to the batteries 210 through the junctionbox 200, and the fluid pump 252 is electrically connected to theauxiliary converter 264. The auxiliary converter 264 is operable tocondition electrical energy from the batteries 210. Specifically, theauxiliary converter 264 is a DC/DC converter operable to convert highervoltage DC electrical energy from the batteries 210 into lower voltageDC electrical energy. For instance, with the higher voltage DCelectrical energy being medium voltage DC electrical energy, the lowervoltage DC electrical energy may be low voltage DC electrical energy.The fluid pump 252 is thus operable to pump power steering fluid intothe steering mechanisms of the steering system 142, as noted above,using electrical energy from the auxiliary converter 264.

For the power module 150A, the assigned auxiliary elements also includethe refrigerant compressor 254 and the fans 256 of the heating/coolingsystem 144. In relation to the fans 256, among the attendant energyelements of the energy supersystem 130, the FCV 100 includes theauxiliary converter 264. The refrigerant compressor 254 is electricallyconnected to the power supply 214. The fans 256 are electricallyconnected to the auxiliary converter 264. The refrigerant compressor 254is thus operable to circulate refrigerant in the refrigerant circuit towhich the refrigerant compressor 254 belongs, as noted above, usingelectrical energy from the power supply 214. Moreover, the fans 256 arethus operable to induce airflow across the heat exchangers of therefrigerant circuit, and into the FCV 100, as noted above, usingelectrical energy from the auxiliary converter 264.

For the power module 150B, the assigned auxiliary elements include theair compressor 250 of the braking system 140. The air compressor 250 isa three-phase AC air compressor. In relation to the air compressor 250,among the attendant energy elements of the energy supersystem 130, theFCV 100 includes an auxiliary inverter 266. The auxiliary inverter 266is electrically connected to the battery converter 212 through thejunction box 200, and the air compressor 250 is electrically connectedto the auxiliary inverter 266. The auxiliary inverter 266 is operable tocondition electrical energy from the battery converter 212.Specifically, the auxiliary inverter 266 is operable to convert DCelectrical energy from the battery converter 212 into three-phase ACelectrical energy. For instance, with the DC electrical energy beinghigh voltage DC electrical energy, the three-phase AC electrical energymay be high voltage AC electrical energy. The air compressor 250 is thusoperable to pump air into the brakes of the braking system 140, as notedabove, using electrical energy from the auxiliary inverter 266.

For the power module 150B, the assigned auxiliary elements also includethe heater 260 of the heating/cooling system 144. The heater 260 iselectrically connected to the power supply 214. The heater 260 is thusoperable to heat airflow across the heater 260, as noted above, usingelectrical energy from the power supply 214.

For the power module 150B, the assigned auxiliary elements also includethe accessories 262 of the accessory system 146. In relation to theaccessories 262, among the attendant energy elements of the energysupersystem 130, the FCV 100 includes an auxiliary converter 268. Theauxiliary converter 268 is electrically connected to the batteries 210through the junction box 200, and the accessories 262 are electricallyconnected to the auxiliary converter 268. The auxiliary converter 268 isoperable to condition electrical energy from the batteries 210.Specifically, the auxiliary converter 268 is a DC/DC converter operableto convert higher voltage DC electrical energy from the batteries 210into lower voltage DC electrical energy. For instance, with the highervoltage DC electrical energy being medium voltage DC electrical energy,the lower voltage DC electrical energy may be low voltage DC electricalenergy. The accessories 262 are thus operable to perform accessoryfunctions, as noted above, using electrical energy from the auxiliaryconverter 268.

Dedicated Batteries.

As noted above, in each power module 150, the FCV 100 includes multiplebatteries 210 per battery system 162. In each power module 150, from theperspective of the battery system 162, the batteries 210 include one ormore motor batteries 210M or, in other words, batteries 210 dedicated tohandling the electrical loads on the battery system 162 from the motorsystem 166. The electrical loads from the motor system 166 include thosefrom the motor 206. Relatedly, the batteries 210 also include one ormore complementary batteries 210C dedicated to handling the remainingelectrical loads on the battery system 162. The remaining electricalloads on the battery system 162 include those from the remainder of theenergy system 152 besides the motor system 166, including those from thefuel cell system 160, as well as those from the assigned auxiliaryelements.

Motor Assembly.

As noted above, in each power module 150, the FCV 100 includes one ormore motors 206 per motor system 166. Among other things, it followsthat the FCV 100 includes multiple motors 206. As shown with additionalreference to FIG. 4, in the FCV 100, the motors 206 belong to a commonmotor assembly 400, and the drivetrain is mechanically connected to themotor assembly 400 as part of the electrified powertrain for the FCV100.

The motor assembly 400 has a motor axis A. The motor axis A serves asthe axis of rotation for the motor assembly 400. The motors 206 areaxially aligned with one another along the motor axis A. Each motor 206is operable to spin about the motor axis A using electrical energy.Notwithstanding belonging to different power modules 150, in the motorassembly 400, the motors 206 form a motor chain 402. In the motor chain402, the motors 206 are axially integrated for codependent spinningaction. To form the motor chain 402, from the head of the motor chain402 to its tail, the output shaft of one motor 206 is mechanicallyconnected to the input shaft of the next motor 206.

In addition to the motors 206, the motor assembly 400 includes a commonoutput coupling 404 along the motor axis A. The output coupling 404 ismechanically connected to the motors 206 at the tail of the motor chain402. Specifically, the output coupling 404 is mechanically connected tothe output shaft of the motor 206 at the tail of the motor chain 402.With the motors 206 together thus supporting the output coupling 404 forrotation about the motor axis A, each motor 206, as a product ofspinning about the motor axis A, is operable to spin the output coupling404 about the motor axis A using electrical energy.

In the drivetrain, any penultimate combination of a transmission, adifferential, a drive shaft and the like, to which the wheels 114 aremechanically connected, is mechanically connected to the output coupling404. With the drivetrain thus mechanically connected to the motors 206,in conjunction with the drivetrain, and as the product of spinning theoutput coupling 404 about the motor axis A, each motor 206 is operableto power the wheels 114 using electrical energy. Specifically, eachmotor 206 is operable to power the wheels 114 using electrical energyfrom the energy system 152 of the power module 150 to which it and theenergy system 152 belong. Among other things, it follows that the wheels114 are subject to being powered by any combination of the motors 206.However, as opposed to the codependent spinning action by the motors 206in the mechanical domain, the wheels 114 are subject to being poweredusing electrical energy from any combination of the energy systems 152of the power modules 150 to which the motors 206 and the energy systems152 respectively belong. As the product of the wheels 114 spinning theoutput coupling 404 about the motor axis A, each motor 206 is alsooperable to generate electrical energy using the wheels 114, andconsequently retard the wheels 114.

In relation to the motor assembly 400, the FCV 100 includes a commonmotor cradle 406. The motor cradle 406 is mounted to or otherwisesupported by the chassis 110. The motors 206 are mounted to the motorcradle 406 in axial alignment with one another along the motor axis A.The motor axis A, as shown, is longitudinal to facilitate the mechanicalconnection from the drivetrain to the output coupling 404.

As is typical for semi-tractor applications, the drivetrain ispredominantly lower (i.e., closer to the ground) than the chassis 110.With the motor cradle 406 mounted to the chassis 110, the motors 206mounted to the motor cradle 406 and the motors 206 supporting the outputcoupling 404, the drivetrain is predominantly lower than the outputcoupling 404 as well. Notwithstanding, the motor cradle 406 isconfigured relative to the chassis 110 to carry the motors 206horizontally to the ground. Relatedly, to make up the elevationdifference between the drivetrain and the output coupling 404, thedrivetrain is, at least in part, inclined toward the output coupling404. Accordingly, the motors 206 do not suffer the threat ofunpredictable vibrations that could otherwise be present if the motors206 were instead inclined toward the drivetrain to make up the elevationdifference, or otherwise not carried horizontally to the ground.

Packaging.

As noted above, in each power module 150, the FCV 100 includes multiplebatteries 210, including one or more motor batteries 210M, per batterysystem 162. Moreover, in each power module 150, the FCV 100 includes oneor more fuel tanks 300 per fuel tank system 164. Among other things, itfollows that the FCV 100 includes multiple motor batteries 210M andmultiple fuel tanks 300. As shown with additional reference to FIG. 5,in relation to any combination of the motor batteries 210M and the fueltanks 300, the FCV 100 includes a common support rack 500. The supportrack 500 is mounted to or otherwise supported by the chassis 110.Notwithstanding belonging to different power modules 150, the motorbatteries 210M are mounted to the support rack 500 adjacent to oneanother. Accordingly, the motor batteries 210M, as well as one or moreattendant energy elements of the energy supersystem 130, are localizedin the FCV 100 for packaging purposes. Similarly notwithstandingbelonging to different power modules 150, the fuel tanks 300 are alsomounted to the support rack 500 adjacent one another. Accordingly, thefuel tanks 300, as well as the piping networks 302 for the fuel tanks300, are localized in the FCV 100 for packaging purposes.

As also noted above, in each power module 150, the FCV 100 includes oneor more fuel cell stacks 202 per fuel cell system 160, as well as ajunction box 200, a fuel cell converter 204, a motor inverter 208 and abattery converter 212. Among other things, it follows that the FCV 100includes multiple fuel cell stacks 202, as well as multiple junctionboxes 200, multiple fuel cell converters 204, multiple motor inverters208 and multiple battery converters 212. As shown with additionalreference to FIG. 6, in relation to any combination of the fuel cellstacks 202, the junction boxes 200, the fuel cell converters 204, themotor inverters 208 and the battery converters 212, the FCV 100 includesanother common support rack 600. The support rack 600 is mounted to orotherwise supported by the chassis 110. Notwithstanding belonging todifferent power modules 150, the fuel cell stacks 202 are mounted to thesupport rack 600 adjacent to one another. Accordingly, the fuel cellstacks 202, as well as one or more attendant energy elements of theenergy supersystem 130, are localized in the FCV 100 for packagingpurposes. Similarly notwithstanding belonging to different power modules150, any combination of the junction boxes 200, the fuel cell converters204, the motor inverters 208 and the battery converters 212 are alsomounted to the support rack 600 adjacent one another. Accordingly, thejunction boxes 200, the fuel cell converters 204, the motor inverters208 and the battery converters 212 are localized in the FCV 100 forpackaging purposes.

Load Balancing and Resource Balancing.

Generally speaking, from the perspective of the power modules 150, theuse of resources is commensurate with the satisfaction of global vehicledemands. One goal of contributorily satisfying global vehicle demands isresource balancing or, in other words, balancing fuel, electrical energyand other resources between the power modules 150. Specifically,resource balancing is the product of load balancing or, in other words,balancing electrical and other loads between the power modules 150. Andload balancing, in turn, is the product of contributorily satisfyingglobal vehicle demands.

For instance, as the product of contributorily satisfying global vehicledemands, under the resulting load balancing, the electrical loads on thebatteries 210 of one power module 150 are balanced with thecorresponding electrical loads on their counterparts of the remainingpower module 150. Moreover, further upstream, the electrical loads onthe fuel cell stack 202 of one power module 150 are balanced with thecorresponding electrical loads on its counterpart of the remaining powermodule 150. And, for instance, under the resulting resource balancing,the states of charge of the batteries 210 of one power module 150 arebalanced with the corresponding states of charge of their counterpartsof the remaining power module 150. Moreover, the fuel reserves of thefuel tanks 300 of one power module 150 are balanced with thecorresponding fuel reserves of their counterparts of the remaining powermodule 150.

Notwithstanding contributorily satisfying global propulsion demands, oneor more load imbalances may be latent in the operation of the FCV 100.With reference once again to FIGS. 2A and 2B, as noted above, in eachpower module 150, the FCV 100 includes multiple batteries 210, includingone or more motor batteries 210M and one or more complementary batteries210C, per battery system 162, as well as the junction box 200. The motor206 is electrically connected to the motor batteries 210M through thejunction box 200. Moreover, the assigned auxiliary elements areelectrically connected to the complementary batteries 210C through thejunction box 200. For instance, in relation to the motor batteries 210M,the latent load imbalances may include that the electrical loads on themotor batteries 210M from the motor 206 of one power module 150 areimbalanced from the corresponding electrical loads on their counterpartsof the remaining power module 150. Moreover, in relation to thecomplementary batteries 210C, and despite best efforts assigning theauxiliary elements to the power modules 150, the latent load imbalancesmay include that the electrical loads on the complementary batteries210C from the assigned auxiliary elements of one power module 150 areimbalanced from the corresponding electrical loads on their counterpartsof the remaining power module 150.

Among other things, it follows that although, in principle, loadbalancing is the product of contributorily satisfying global vehicledemands, one or more load imbalances may nonetheless be latent in theoperation of the FCV 100. Similarly to resource balancing being theproduct of load balancing, resource imbalances are the product of loadimbalances. And, with resource imbalances being the product of loadimbalances, one or more resource imbalances may be latent in theoperation of the FCV 100 as well. For purposes of preventing the latentresource imbalances, the FCV 100 includes one or more preventativeresource balancing countermeasures. Generally speaking, the preventativeresource balancing countermeasures are operable to prevent the latentload imbalances, and thereby prevent the otherwise resulting latentresource imbalances.

For instance, among the attendant energy elements of the energysupersystem 130, the FCV 100 includes a connecting/switching unit 270.The connecting/switching unit 270 is electrically connected across thepower modules 150. Specifically, in the FCV 100, the junction boxes 200are electrically connected to one another through theconnecting/switching unit 270. In relation to the connecting/switchingunit 270, in each power module 150, as part of the junction box 200, theFCV 100 includes an intra-power-module motor-load-handling electricalconnection or, in other words, a one-to-one electrical connectionbetween the motor 206 and the motor batteries 210M. Moreover, the FCV100 includes an intra-power-module auxiliary-element-load-handlingelectrical connection or, in other words, a one-to-one electricalconnection between the assigned auxiliary elements and the complementarybatteries 210C.

The connecting/switching unit 270 includes electrical switches and thelike. The connecting/switching unit 270 is operable to selectively makean inter-power-module motor-load-sharing electrical connection or, inother words, an electrical connection, across the power modules 150,between the motor batteries 210M of one power module 150 and theircounterparts of the remaining power module 150. With theinter-power-module motor-load-sharing electrical connection made, theconnecting/switching unit 270 is employable to share the combinedelectrical loads from the motors 206 equally among the motor batteries210M. The connecting/switching unit 270 is also operable to selectivelymake an inter-power-module auxiliary-element-load-sharing electricalconnection or, in other words, an electrical connection, across thepower modules 150, between the complementary batteries 210C of one powermodule 150 and their counterparts of the remaining power module 150.With the inter-power-module auxiliary-element-load-sharing electricalconnection made, the connecting/switching unit 270 is employable toshare the combined electrical loads from the auxiliary systems 134 on anunassigned basis equally among the complementary batteries 210C.

The connecting/switching unit 270 is also operable to selectively unmakethe intra-power-module auxiliary-element-load-handling electricalconnections. At the same time, in their place, the connecting/switchingunit 270 is also operable to selectively make inter-power-moduleauxiliary-element-load-switching electrical connections or, in otherwords, a one-to-one electrical connection between the assigned auxiliaryelements of one power module 150 and the complementary batteries 210C ofthe remaining power module 150, and a one-to-one electrical connectionbetween the assigned auxiliary elements of the remaining power module150 and the complementary batteries 210C of the one power module 150.With the intra-power-module auxiliary-element-load-handling electricalconnections unmade, and the inter-power-moduleauxiliary-element-load-switching electrical connections made in theirplace, the connecting/switching unit 270 is employable to switch theelectrical loads from the assigned auxiliary elements between thecomplementary batteries 210C. Likewise, with the intra-power-moduleauxiliary-element-load-handling electrical connections remade, and theinter-power-module auxiliary-element-load-switching electricalconnections unmade, the connecting/switching unit 270 is employable toswitch the electrical loads from the assigned auxiliary elements betweenthe complementary batteries 210C once more. Moreover, as the product ofswitching the electrical loads from the assigned auxiliary elementsbetween the complementary batteries 210C on a cycled basis, theconnecting/switching unit 270 is employable to time-average theelectrical loads from the assigned auxiliary elements between thecomplementary batteries 210C.

As noted above, the preventative resource balancing countermeasures areoperable to prevent the latent load imbalances, and thereby prevent theotherwise resulting latent resource imbalances. Notwithstandingpreventing the latent load imbalances, one or more load imbalances maymaterialize in the operation of the FCV 100. And, with resourceimbalances being the product of load imbalances, one or more resourceimbalances may materialize in the operation of the FCV 100 as well.

Specifically, one power module 150 may become a “low” power module 150or, in other words, a power module 150 low on any combination ofresources in comparison to the remaining “high” power module 150. Forinstance, under the resulting resource imbalances, the states of chargeof the batteries 210 of the low power module 150 may be lower than thecorresponding states of charge of their counterparts of the high powermodule 150. Additionally, or alternatively, the fuel reserves of thefuel tanks 300 of the low power module 150 may be lower than thecorresponding fuel reserves of their counterparts of the high powermodule 150. As a complement to the preventative resource balancingcountermeasures, and for purposes of correcting the resource imbalances,the FCV 100 includes one or more corrective resource balancingcountermeasures. Generally speaking, the corrective resource balancingcountermeasures are operable to correct the resource imbalances.

For instance, the control modules 128 have a “catch up” mode when a lowpower module 150 is identified. In the catch up mode, as part of theorchestration of the global operation of the FCV 100, the controlmodules 128 adjust the contributory satisfaction of global vehicledemands in favor of the low power module 150. For instance, the controlmodules 128 adjust the contributory satisfaction of global energydemands between the energy systems 152 in favor of the low power module150. Specifically, given a global energy demand, the control modules 128operate the energy system 152 of the low power module 150 to satisfy alesser-than-normal share of the global energy demand. Relatedly, thecontrol modules 128 operate the energy system 152 of the high powermodule 150 to satisfy a greater-than-normal share of the global energydemand. Additionally, or alternatively, the control modules 128 adjustthe contributory satisfaction of global propulsion demands between thepropulsion systems 154 in favor of the low power module 150.Specifically, given a global propulsion demand, the control modules 128operate the propulsion system 154 of the low power module 150 to satisfya lesser-than-normal share of the global propulsion demand. Relatedly,the control modules 128 operate the propulsion system 154 of the highpower module 150 to satisfy a greater-than-normal share of the globalpropulsion demand. With the use of resources being commensurate with thesatisfaction of global vehicle demands, among other things, it followsthat the catch up mode is employable to allow the low power module 150to use less of, and thereby catch up on, any combination of resources incomparison to the high power module 150.

As noted above, in each power module 150, the FCV 100 includes one ormore fuel tanks 300, as well as a piping network 302 for the fuel tanks300, per fuel tank system 164. Each piping network 302 is anintra-power-module piping network 302. With reference once again toFIGS. 3A and 3B, also among the corrective resource balancingcountermeasures, among the energy elements of the energy supersystem130, the FCV 100 includes an inter-power-module piping network 320 forthe fuel tanks 300. The inter-power-module piping network 320 has asharing line 322, across the power modules 150, between theintra-power-module piping networks 302. Although the sharing line 322,as shown, is between the intra-power-module piping networks 302 at themultiway output valves 312, it will be understood that this disclosureis applicable in principle to otherwise similar vehicles including aninter-power-module piping network having a sharing line otherwisebetween the intra-power-module piping networks 302. On the sharing line322, in addition to the requisite pipes, the inter-power-module pipingnetwork 320 includes a sharing valve 324. The multiway output valves 312are fluidly connected to one another through the sharing valve 324. Thesharing valve 324 is operable to selectively open or close the sharingline 322 between the multiway output valves 312. As the combined productof opening the sharing line 322 between the multiway output valves 312and, in each power module 150, opening the output line 306 from some orall of the fuel tanks 300 and closing the output line 306 from themultiway output valve 312, the sharing valve 324, the multiway outputvalves 312 and the fuel regulators 314 are operable to open a fluidconnection between any combination of the fuel tanks 300. With a fluidconnection opened between the fuel tanks 300, the intra-power-modulepiping networks 302 and the inter-power-module piping networks 302 areemployable transfer fuel between the fuel tanks 300.

Among other things, it follows that the advantages of theintra-power-module piping networks 302 and the inter-power-module pipingnetwork 320 also include time and effort efficiencies when fueling theFCV 100 at a fueling station. For instance, assuming only one availablefueling line, the fueling line does not have to be moved from fuel tank300 to fuel tank 300. Instead, in each power module 150, theintra-power-module piping network 302 is employable to simultaneouslyfill the fuel tanks 300 with fuel from the fueling line. Moreover, inconjunction with the intra-power-module piping networks 302, theinter-power-module piping network 320 is employable to simultaneouslyfill the fuel tanks 300 in each power module 150 with fuel from thefueling line. On the other hand, assuming multiple available fuelinglines, in each power module 150, the intra-power-module piping network302 is employable to simultaneously fill the fuel tanks 300 with fuelfrom its own fueling line.

Operating the FCV

The FCV 100 is equipped, in operation, to perform vehicle functions onbehalf of the FCV 100, and thereby satisfy corresponding vehicle demandson behalf of the FCV 100. As noted above, from the perspective of theglobal control module 128G and the power control modules 128P, and theorchestration of the global operation of the FCV 100, the vehicledemands include the global vehicle demands. From the perspective of thepower control modules 128P, and the orchestration of the operation ofthe power modules 150, the vehicle demands additionally include one ormore local vehicle demands or, in other words, vehicle demands thatfollow-on the global vehicle demands, but are individual to the powermodules 150, as opposed to common to the FCV 100. Specifically, one ormore of the energy demands are local energy demands, and one or more ofthe propulsion demands are local propulsion demands. For each powercontrol module 128P and the assigned power module 150, the local energydemands may include any combination of one or more demands to generateelectrical energy using fuel from the fuel tank system 164 and air, oneor more demands to store electrical energy from the fuel cell stack 202,one or more demands to condition and otherwise handle electrical energy,one or more demands to cool the fuel cell stack 202, one or more demandsto cool the vehicle elements attendant to the fuel cell stack 202, andone or more demands to store and otherwise handle fuel. The localpropulsion demands may include one or more demands to power the wheels114 using electrical energy from any combination of the fuel cell stack202 and the batteries 210.

The operations of a process 700 for operating the FCV 100 under theorchestration of the control modules 128 are shown in FIG. 7. Accordingto the process 700, the control modules 128 orchestrate the operation ofthe FCV 100. The operations of the process 700 are applicable inprinciple to any combination of the control modules 128 in relation toany combination of the vehicle demands, including any combination of theglobal vehicle demands, and any combination of the local vehicledemands. For instance, the operations of the process 700 are applicablein principle to each power control module 128P in relation to anycombination of the global vehicle demands, and any combination of thelocal vehicle demands.

In operation 702, the control modules 128 gather information about theFCV 100, including any combination of the information about the FCV 100detected by the sensor system 122 and information about the FCV 100communicated between the control modules 128. In operation 704, thecontrol modules 128 evaluate the information about the FCV 100,including monitoring for and identifying one or more vehicle demands.Any combination of control modules 128 may be tasked with the firstinstance of identifying a vehicle demand. Accordingly, from theperspective of a control module 128, an identified vehicle demand mayhave been self-identified by the control module 128, identified by thecontrol module 128 and one or more collaborating control modules 128, orcommunicated from one or more originating control modules 128.

In operations 706 and 708, the control modules 128 operate the vehiclesystems 120 based on their evaluation of the information about the FCV100. Specifically, when, in operation 706, the control modules 128 donot identify a vehicle demand, the control modules 128 do not operatethe associated vehicle systems 120. Otherwise, when the control modules128 identify a vehicle demand in operation 706, in operation 708, thecontrol modules 128 operate the associated vehicle systems 120 tosatisfy the vehicle demand. For instance, when the control modules 128identify an energy demand in operation 706, the control modules 128operate the energy supersystem 130 to satisfy the energy demand inoperation 708. And, when the control modules 128 identify a propulsiondemand in operation 706, the control modules 128 operate the propulsionsupersystem 132 to satisfy the propulsion demand in operation 708.Moreover, when the control modules 128 identify an auxiliary demand inoperation 706, the control modules 128 operate the auxiliary systems 134to satisfy the auxiliary demand in operation 708.

In both cases, the control modules 128 continue to gather informationabout the FCV 100 according to operation 702, and continue to evaluatethe information about the FCV 100 according to operation 704. Followingnot operating the vehicle systems 120, as part of their continuedevaluation of the information about the FCV 100 according to operation704, the control modules 128 continue to identify vehicle demands inanticipation that previously-unidentified vehicle demands willmaterialize. On the other hand, following operating the associatedvehicle systems 120 to satisfy the vehicle demand according to operation708, as part of their continued evaluation of the information about theFCV 100 according to operation 704, the control modules 128 continue toidentify vehicle demands in anticipation that the previously-identifiedvehicle demand will be satisfied. When the previously-identified vehicledemand is satisfied, and the previously-identified vehicle demand isthus no longer identified according to operation 704, the controlmodules 128 conclude operating the associated vehicle systems 120.

Also as part of their continued evaluation of the information about theFCV 100 according to operation 704, the control modules 128 conductoperational status checks on one or more of the vehicle systems 120,including one, some or all of the associated vehicle systems 120. Whenone or more associated vehicle systems 120 fail an operational statuscheck, the control modules 128 may conclude operating the inoperativeassociated vehicle systems 120. The control modules 128 may alsoconclude operating one, some or all of the remaining, still-operableassociated vehicle systems 120, if any, as well as one or more vehiclesystems 120 attendant to the inoperative associated vehicle systems 120.

For purposes of identifying vehicle demands, conducting operationalstatus checks on the vehicle systems 120 and otherwise evaluatinginformation about the FCV 100 according to operation 704, the controlmodules 128 may gather any combination of information about userrequests and information about the operation of the FCV 100. This andother information about the FCV 100 may be detected by the sensor system122. The information about user requests may include any combination ofuser inputs requesting powering the wheels 114, user inputs requestingbraking, steering and the like, user inputs requesting heating, coolingand the like, as well as user inputs requesting accessory functions. Theinformation about the operation of the FCV 100 may include anycombination of the location and motion of the FCV 100, the movement ofthe wheels 114, temperatures of the FCV 100, and the operationalstatuses of one, some or all of the vehicle systems 120.

Master/Slave Control Relationship.

In the FCV 100, the power control modules 128P have a master/slavecontrol relationship. Specifically, one power control module 128P isestablished as a master power control module 128P, and the remainingpower control module 128P is established as a slave power control module128P.

With the master power control module 128P established, the PCU to whichthe master power control module 128P belongs is established as a masterPCU, and the power module 150 assigned to the master power controlmodule 128P is established as a master-assigned power module 150.Moreover, the energy system 152 of the master-assigned power module 150is established as a master-assigned energy system 152, the propulsionsystem 154 of the master-assigned power module 150 is established as amaster-assigned propulsion system 154, and the auxiliary elementsassigned to the master-assigned power module 150 are established asmaster-assigned auxiliary elements. Relatedly, with the slave powercontrol module 128P established, the PCU to which the slave powercontrol module 128P belongs is established as a slave PCU, and the powermodule 150 assigned to the slave power control module 128P isestablished as a slave-assigned power module 150. Moreover, the energysystem 152 of the slave-assigned power module 150 is established as aslave-assigned energy system 152, the propulsion system 154 of theslave-assigned power module 150 is established as a slave-assignedpropulsion system 154, and the auxiliary elements assigned to theslave-assigned power module 150 are established as slave-assignedauxiliary elements.

The operations of a process 800 for operating the FCV 100 under theorchestration of the master power control module 128P and the slavepower control module 128P are shown in FIG. 8. According to the process800, the master power control module 128P orchestrates the operation ofthe master-assigned power module 150, including the operation of themaster-assigned energy system 152 and the operation of themaster-assigned propulsion system 154, as well as the operation of themaster-assigned auxiliary elements. Moreover, the slave power controlmodule 128P orchestrates the operation of the slave-assigned powermodule 150, including the operation of the slave-assigned energy system152 and the operation of the slave-assigned propulsion system 154, aswell as the operation of the slave-assigned auxiliary elements. Infurtherance to the operations of the process 700, the operations of theprocess 800 are applicable in principle to the master power controlmodule 128P and the slave power control module 128P in relation to anycombination of the global vehicle demands.

In operation 802, the master power control module 128P gathersinformation about the FCV 100. Meanwhile, in operation 804, the slavepower control module 128P also gathers information about the FCV 100. Inoperations 810-816, the master power control module 128P evaluates theinformation about the FCV 100, including monitoring for one or moreglobal vehicle demands. Specifically, the master power control module128P identifies one or more global energy demands, in operation 810, andone or more global propulsion demands, in operation 812. Moreover, inoperation 814, the master power control module 128P identifies one ormore master-assigned global auxiliary demands or, in other words, theglobal auxiliary demands that the master-assigned auxiliary elements areoperable to satisfy. Similarly, in operation 816, the master powercontrol module 128P identifies one or more slave-assigned globalauxiliary demands or, in other words, the global auxiliary demands thatthe slave-assigned auxiliary elements are operable to satisfy.

In operations 820-826 and operations 830-834, the master power controlmodule 128P operates the vehicle systems 120 based on its evaluation ofthe information about the FCV 100. Specifically, when, in operations820-826, the master power control module 128P does not identify a globalvehicle demand, the master power control module 128P does not operatethe master-assigned associated vehicle systems 120. Otherwise, when themaster PCU identifies a global vehicle demand in operations 820-824, inoperations 830-834, the master power control module 128P operates themaster-assigned associated vehicle systems 120 to contributorily satisfythe global vehicle demand. For instance, when the master power controlmodule 128P identifies a global energy demand in operation 820, themaster power control module 128P operates the master-assigned energysystem 152 to satisfy a share of the global energy demand in operation830. And, when the master power control module 128P identifies a globalpropulsion demand in operation 822, the master power control module 128Poperates the master-assigned propulsion system 154 to satisfy a share ofthe global propulsion demand in operation 832. Moreover, when the masterpower control module 128P identifies a master-assigned global auxiliarydemand in operation 824, the master power control module 128P operatesthe master-assigned auxiliary elements to satisfy the master-assignedglobal auxiliary demand in operation 834.

Meanwhile, in operations 840-844, the slave power control module 128Palso evaluates the information about the FCV 100, includingindependently monitoring for one or more global vehicle demands.Specifically, the slave power control module 128P identifies one or moreglobal energy demands, in operation 840, and one or more globalpropulsion demands, in operation 842. Moreover, in operation 844, theslave power control module 128P identifies one or more global auxiliarydemands, including one or more slave-assigned global auxiliary demands.

In operations 850-854 and operations 860-864, the slave power controlmodule 128P operates the vehicle systems 120 based on its evaluation ofthe information about the FCV 100. Specifically, when, in operations850-854, the slave power control module 128P does not identify a globalvehicle demand, the slave power control module 128P does not operate theslave-assigned associated vehicle systems 120. Otherwise, when the slavePCU identifies a global vehicle demand in operations 850-854, inoperations 860-864, the slave power control module 128P operates theslave-assigned associated vehicle systems 120 to contributorily satisfythe global vehicle demand. For instance, when the slave power controlmodule 128P identifies a global energy demand in operation 850, with themaster power control module 128P operating the master-assigned energysystem 152 to satisfy a share of the global energy demand according tooperation 830, the slave power control module 128P operates theslave-assigned energy system 152 to satisfy the remaining share of theglobal energy demand in operation 860. And, when the slave power controlmodule 128P identifies a global propulsion demand in operation 852, withthe master power control module 128P operating the master-assignedpropulsion system 154 to satisfy a share of the global propulsion demandaccording to operation 832, the slave power control module 128P operatesthe slave-assigned propulsion system 154 to satisfy the remaining shareof the global propulsion demand in operation 862. Moreover, when theslave power control module 128P identifies a slave-assigned globalauxiliary demand in operation 854, the slave power control module 128Poperates the slave-assigned auxiliary elements to satisfy theslave-assigned global auxiliary demand in operation 864.

As noted above, in the modularized implementation, with each powermodule 150 being a modularized version of a complete energy system 152and a complete propulsion system 154 from another vehicle application,each power control module 128P is sourced from the other vehicleapplication as well. In relation to the other vehicle application, eachsourced power control module 128P is tasked with orchestrating theoperation of the complete energy system 152 and the complete propulsionsystem 154 by itself. Moreover, the sourced power control module 128P istasked with orchestrating the operation of the auxiliary systems 134from the other vehicle application by itself.

As-is, in the FCV 100, the sourced power control module 128P would betasked with gathering information about the FCV 100, including anycombination of the information about the FCV 100 detected by the sensorsystem 122 and information about the FCV 100 communicated from theglobal control module 128G, and evaluating the information about the FCV100, including identifying global vehicle demands. Specifically, thesourced power control module 128P would be tasked with identifying oneor more global energy demands, one or more global propulsion demands andone or more global auxiliary demands.

When it identified a global vehicle demand, the sourced power controlmodule 128P would be tasked with operating the associated vehiclesystems 120 to non-contributorily satisfy the global vehicle demand. Forinstance, when it identified a global energy demand, the sourced powercontrol module 128P would be tasked with operating the energy system 152to non-contributorily satisfy the global energy demand. And, when itidentified a global propulsion demand, the sourced power control module128P would be tasked with operating the propulsion system 154 tonon-contributorily satisfy the global propulsion demand. Moreover, whenit identified a global auxiliary demand, the sourced power controlmodule 128P would be tasked with operating the auxiliary systems 134 onan unassigned basis to satisfy the global auxiliary demand. Relatedly,the sourced power control module 128P would be tasked with conductingoperational status checks on the associated vehicle systems 120.

As part of the master/slave control relationship, the slave powercontrol module 128P is sourced from the other vehicle applicationsubstantially as-is. The master power control module 128P, on the otherhand, although also sourced from the other vehicle application, ismodified to promote the appropriate operation of the FCV 100 under theorchestration of the master power control module 128P and the slavepower control module 128P. In the FCV 100, the global control module128G, the master power control module 128P and the slave power controlmodule 128P are communicatively connected to one another. In relation tothe process 800, for purposes of gathering information about the FCV100, the global control module 128G is communicatively connected to thesensor system 122, and the master power control module 128P iscommunicatively connected to the global control module 128G. The masterpower control module 128P is communicatively connected to the sensorsystem 122 as well. The slave power control module 128P, on the otherhand, is communicatively connected to the master power control module128P.

With the master power control module 128P communicatively connected tothe global control module 128G and the sensor system 122, the masterpower control module 128P gathers information about the FCV 100according to operation 802, including any combination of the informationabout the FCV 100 detected by the sensor system 122 and informationabout the FCV 100 communicated from the global control module 128G. Itsevaluation of the information about the FCV 100 according to operations810-816 is thus informed by the “actual” information about the FCV 100,and includes identifying “true” global vehicle demands. In relation toevaluating the information about the FCV 100, as opposed to identifyingglobal auxiliary demands in general, the master power control module128P is re-tasked with separately identifying the subset master-assignedglobal auxiliary demands according to operation 814, and slave-assignedglobal auxiliary demands according to operation 816.

When the master PCU identifies a global vehicle demand according tooperations 820-824, as opposed to operating the associated vehiclesystems 120 to non-contributorily satisfy the global vehicle demand, themaster power control module 128P is re-tasked with operating themaster-assigned associated vehicle systems 120 to contributorily satisfythe global vehicle demand according to operations 830-834. For instance,notwithstanding identifying a global energy demand according tooperation 820, the master power control module 128P operates themaster-assigned energy system 152 to satisfy only a share of the globalenergy demand according to operation 830. And, notwithstandingidentifying a global propulsion demand according to operation 822, themaster power control module 128P operates the master-assigned propulsionsystem 154 to satisfy only a share of the global propulsion demandaccording to operation 832. Moreover, in relation to separatelyidentifying a master-assigned global auxiliary demand according tooperation 824, the master power control module 128P only operates themaster-assigned auxiliary elements to satisfy the master-assigned globalauxiliary demand according to operation 834. The master PCU is untaskedwith operating the slave-assigned auxiliary elements. Accordingly, inrelation to separately identifying a slave-assigned global auxiliarydemand according to operation 826, the process 800 lacks a counterpartto operation 834 for the master PCU to operate the slave-assignedauxiliary elements to satisfy the slave-assigned global auxiliarydemand. Relatedly, the master PCU is untasked with conductingoperational status checks on the slave-assigned auxiliary elements.

From the perspective of the slave power control module 128P, the masterpower control module 128P intercepts information about the FCV 100,including any combination of the information about the FCV 100 detectedby the sensor system 122 and the information about the FCV 100communicated from the global control module 128G. To take its place, inoperations 870-876, the master power control module 128P generatessimulated information about the FCV 100 for the slave power controlmodule 128P. For instance, with the master power control module 128Poperating the master-assigned energy system 152 to satisfy a share ofthe global energy demand according to operation 830, in operation 870,the master power control module 128P generates simulated informationabout the FCV 100 indicative of a remaining share of the global energydemand. And, with the master power control module 128P operating themaster-assigned propulsion system 154 to satisfy a share of the globalpropulsion demand according to operation 832, in operation 872, themaster power control module 128P generates simulated information aboutthe FCV 100 indicative of a remaining share of the global propulsiondemand. Moreover, with the master power control module 128P operatingthe master-assigned auxiliary elements to satisfy the master-assignedglobal auxiliary demand in operation 834, in operation 874, the masterpower control module 128P generates simulated information about the FCV100 indicative of no master-assigned global auxiliary demand. And, withthe master power control module 128P untasked with operating theslave-assigned auxiliary elements, but nonetheless separatelyidentifying a slave-assigned global auxiliary demand according tooperation 816, in operation 876, the master power control module 128Pgenerates simulated information about the FCV 100 indicative of theslave-assigned global auxiliary demand.

With the slave power control module 128P communicatively connected tothe master power control module 128P, the slave power control module128P gathers information about the FCV 100 according to operation 804,including the simulated information about the FCV 100 communicated fromthe master power control module 128P. Its evaluation of the informationabout the FCV 100 according to operations 840-844 is thus informed bythe simulated information about the FCV 100, and includes identifying“pretend” global vehicle demands.

In relation to evaluating the information about the FCV 100,notwithstanding being tasked, in principle, with identifying globalenergy demands according to operation 840, the slave power controlmodule 128P identifies only the remaining share of the global energydemand. And, notwithstanding being tasked, in principle, withidentifying global propulsion demands according to operation 842, theslave power control module 128P identifies only the remaining share ofthe global propulsion demand. Moreover, notwithstanding being tasked, inprinciple, with identifying global auxiliary demands in generalaccording to operation 844, the slave power control module 128Pidentifies only the slave-assigned global auxiliary demand.

As noted above, when it identifies a global auxiliary demand, the slavepower control module 128P is tasked, in principle, with operating theauxiliary systems 134 on an unassigned basis to satisfy the globalauxiliary demand. Accordingly, in principle, when the slave powercontrol module 128P identifies a master-assigned global auxiliary demandin operation 854, in operation 866, the slave power control module 128Poperates the master-assigned auxiliary elements to satisfy themaster-assigned global auxiliary demand. However, with the slave powercontrol module 128P identifying only the slave-assigned global auxiliarydemand according to operation 844, from the perspective of the slavepower control module 128P, master-assigned global auxiliary demands donot materialize. And, when the slave power control module 128P does notidentify master-assigned global auxiliary demands according to operation854, the slave power control module 128P does not operate themaster-assigned auxiliary elements. Relatedly, the slave power controlmodule 128P does not conduct operational status checks on themaster-assigned auxiliary elements. Notably, since the master-assignedauxiliary elements would inevitably fail operational status checks fromthe perspective of the slave power control module 128P, the slave powercontrol module 128P could otherwise cripple not only the operation ofthe slave-assigned power module 150, but also the global operation ofthe FCV 100.

Traction Events.

In relation to the global propulsion demands, with the drivetrainmechanically connected to each propulsion system 154, the propulsionsystems 154, on behalf of the power modules 150 to which they belong,are operable to perform propulsion functions, and thereby contributorilysatisfy the global propulsion demands. As noted above, the globalpropulsion demands may include demands to power the wheels 114 anddemands to retard the wheels 114. With the propulsion systems 154operable to power the wheels 114, the propulsion systems 154 areoperable to contributorily satisfy demands to power the wheels 114.Moreover, with the propulsion systems 154 operable to retard the wheels114, the propulsion systems 154 are operable to contributorily satisfydemands to retard the wheels 114.

In many cases, global propulsion demands materialize in relation todriving the FCV 100 along the ground. Specifically, demands to power thewheels 114 materialize in relation to accelerating the FCV 100, as wellas maintaining the speed of the FCV 100 on level or uphill ground.Moreover, demands to retard the wheels 114 materialize in relation todecelerating the FCV 100, as well as maintaining the speed of the FCV100 on downhill ground. Demands to retard the wheels 114, when part ofdemands to regeneratively brake the FCV, also materialize in relation tobraking the FCV. In some cases, global propulsion demands alsomaterialize in relation to traction events or, in other words, evidentor prospective losses of tractive contact between the wheels 114 and theground. Specifically, any combination of demands to power the wheels 114and demands to retard the wheels 114, either alone or in conjunctionwith any combination of frictionally braking the FCV 100 and steeringthe FCV 100, materialize in relation to adjusting the movement of thewheels 114 to maintain, regain or otherwise control tractive contactbetween the wheels 114 and the ground.

Among other things, it follows that, according to the process 800, whena global propulsion demand materializes, the propulsion systems 154 areoperated by different control modules 128 to contributorily satisfy theglobal propulsion demand. Specifically, the master power control module128P operates the master-assigned propulsion system 154 to satisfy ashare of the global propulsion demand according to operation 832, andthe slave power control module 128P operates the slave-assignedpropulsion system 154 to satisfy the remaining share of the globalpropulsion demand in operation 862. Moreover, the control modules areinformed by different information about the FCV 100 when identifying theglobal propulsion demand. Specifically, the master power control module128P, when identifying the global propulsion demand according tooperation 822, is informed by the actual information about the FCV 100according to operations 802 and 812. The slave power control module128P, on the other hand, when identifying the remaining share of theglobal propulsion demand according to operation 852, is informed by thesimulated information about the FCV 100 according to operations 804 and842.

The control modules 128 have a “drive” mode when the control modules 128do not identify a traction event. In the drive mode, when a globalpropulsion demand materializes, the propulsion systems 154 are operatedaccording to the process 800 to contributorily satisfy the globalpropulsion demand. The control modules 128 also have a “traction” mode.When the control modules 128 identify a traction event, the controlmodules 128 switch to the traction mode. In the traction mode, when aglobal propulsion demand materializes, the master/slave controlrelationship according to the process 800 is suspended in favor of onecontrol module 128 operating the propulsion systems 154 according to theprocess 700 to contributorily satisfy the global propulsion demand. Forinstance, the control module 128 may be the global control module 128Gor the master power control module 128P. In either case, the controlmodule 128 is informed by the same information about the FCV 100 whenidentifying the global propulsion demand. Specifically, the controlmodule 128, when identifying the global propulsion demand according tooperation 706, is informed by only the actual information about the FCV100 according to operations 702 and 704. When the previously-identifiedtraction event is no longer identified, the control modules 128 switchfrom the traction mode back to the drive mode.

While recited characteristics and conditions of the invention have beendescribed in connection with certain embodiments, it is to be understoodthat the invention is not to be limited to the disclosed embodimentsbut, on the contrary, is intended to cover various modifications andequivalent arrangements included within the spirit and scope of theappended claims, which scope is to be accorded the broadestinterpretation so as to encompass all such modifications and equivalentstructures as is permitted under the law.

What is claimed is:
 1. A vehicle, comprising: a drivetrain, thedrivetrain including at least one wheel; multiple motors, the drivetrainmechanically connected to the motors; and multiple control modulescommunicatively connected to the motors, the control modules including apower control module per motor, each power control module assigned amotor, communicatively connected to the assigned motor, and configuredto operate the assigned motor; wherein in response to a traction event,the control modules are configured to switch from a drive mode, in whichthe power control modules are configured to operate the respectiveassigned motors to contributorily satisfy at least one propulsion demandglobal to the vehicle, to a traction control mode, in which one of thecontrol modules is configured to operate the motors to contributorilysatisfy at least one propulsion demand global to the vehicle.
 2. Thevehicle of claim 1, wherein the motors support a common output couplingto which the drivetrain is mechanically connected.
 3. The vehicle ofclaim 1, wherein in the traction control mode, the at least onepropulsion demand includes a demand to power the at least one wheel. 4.The vehicle of claim 1, wherein in the traction control mode, the atleast one propulsion demand includes a demand to retard the at least onewheel.
 5. The vehicle of claim 1, wherein in the drive mode, the powercontrol modules are configured to operate the respective assigned motorsunder a master/slave control relationship, and in the traction controlmode, the master/slave control relationship is suspended in favor of theone control module operating the motors.
 6. The vehicle of claim 5,wherein the power control modules include a master power control moduleand a slave power control module, in the drive mode, under themaster/slave control relationship, the master power control module isconfigured to operate the assigned motor based on actual informationabout the vehicle and the slave power control module is configured tooperate the assigned motor based on simulated information about thevehicle, and in the traction control mode, when the master/slave controlrelationship is suspended, the one control module is configured tooperate the motors based on only actual information about the vehicle.7. The vehicle of claim 1, wherein in the traction control mode, the onecontrol module configured to operate the motors is one of the powercontrol modules.
 8. The vehicle of claim 1, wherein in the tractioncontrol mode, the one control module configured to operate the motors isa global control module for the vehicle.
 9. A method of operating avehicle, comprising: in a vehicle including a drivetrain with at leastone wheel, multiple motors to which the drivetrain is mechanicallyconnected, and multiple control modules communicatively connected to themotors: in response to a traction event, switching the control modulesfrom a drive mode, in which power control modules belonging to thecontrol modules and each assigned a motor operate the respectiveassigned motors to contributorily satisfy at least one propulsion demandglobal to the vehicle, to a traction control mode, in which one of thecontrol modules operates the motors to contributorily satisfy at leastone propulsion demand global to the vehicle.
 10. The method of claim 9,wherein in the vehicle, the motors support a common output coupling towhich the drivetrain is mechanically connected.
 11. The method of claim9, wherein in the traction control mode, the at least one propulsiondemand includes a demand to power the at least one wheel.
 12. The methodof claim 9, wherein in the traction control mode, the at least onepropulsion demand includes a demand to retard the at least one wheel.13. The method of claim 9, wherein in the drive mode, the power controlmodules operate the respective assigned motors under a master/slavecontrol relationship, and in the traction control mode, the master/slavecontrol relationship is suspended in favor of the one control moduleoperating the motors.
 14. The method of claim 13, wherein the powercontrol modules include a master power control module and a slave powercontrol module, in the drive mode, under the master/slave controlrelationship, the master power control module operates the assignedmotor based on actual information about the vehicle and the slave powercontrol module operates the assigned motor based on simulatedinformation about the vehicle, and in the traction control mode, whenthe master/slave control relationship is suspended, the one controlmodule operates the motors based on only actual information about thevehicle.
 15. The method of claim 9, wherein in the traction controlmode, the one control module that operates the motors is one of thepower control modules.
 16. The method of claim 9, wherein in thetraction control mode, the one control module that operates the motorsis a global control module for the vehicle.
 17. A vehicle, comprising: achassis; a motor assembly supported by the chassis, the motor assemblyincluding multiple motors and a common output coupling, the motorsaxially integrated for codependent spinning action, and supporting theoutput coupling for rotation; a drivetrain supported by the chassis, thedrivetrain including at least one wheel, and mechanically connected tothe output coupling; multiple control modules communicatively connectedto the motors, the control modules including a power control module permotor, each power control module assigned a motor belonging to the motorassembly, communicatively connected to the assigned motor, andconfigured to operate the assigned motor; wherein in response to atraction event, the control modules are configured to switch from adrive mode, in which the power control modules are configured to operatethe respective assigned motors to contributorily spin the outputcoupling, and thereby contributorily power and/or retard the at leastone wheel, to a traction control mode, in which one of the controlmodules is configured to operate the motors to contributorily spin theoutput coupling, and thereby contributorily power and/or retard the atleast one wheel.
 18. The vehicle of claim 17, wherein in the drive mode,the power control modules are configured to operate the respectiveassigned motors under a master/slave control relationship, and in thetraction control mode, the master/slave control relationship issuspended in favor of the one control module operating the motors. 19.The vehicle of claim 18, wherein the power control modules include amaster power control module and a slave power control module, in thedrive mode, under the master/slave control relationship, the masterpower control module is configured to operate the assigned motor basedon actual information about the vehicle and the slave power controlmodule is configured to operate the assigned motor based on simulatedinformation about the vehicle, and in the traction control mode, whenthe master/slave control relationship is suspended, the one controlmodule is configured to operate the motors based on only actualinformation about the vehicle.
 20. The vehicle of claim 17, wherein inthe traction control mode, the one control module configured to operatethe motors is one of the power control modules or a global controlmodule for the vehicle.